Its funny how I can call up a local industrial turbo shop in Calgary and get any performance information I need on a Garret turbo, but the Holset/Schwitzer Borg-Warner units aren't as easy to attain. Performance maps are only good to those that know how to read them. Most performance shops aren't schooled enough to be any better than what you read here for yourself. Thats where you get the foul tastes from trial and error type installs with loads of $$ being used up for nothing.

Vent off...

J-eh

 

There are alot of us who do look at compressor maps when trying to make a informed decision on a turbo.Its the one item a manufacturer has that can give us a idea of if their product will fit our powerband.

The one problem I have with the diesel turbo shops out there is their inability to use the "industry standard" for rating their chargers.They use their own rating system and then when you call they give you the old "Its along the same lines as this product pitch",not what the standard AR and trim really is.At least if one buys a product from Turbonetics,Garrett or Precision you get the standard rating across the board and know all you need to do is compare maps to see which is best for your application.IF ANY of the bigger diesel turbo shops did this I wonder how much it would hurt their business.HTT does to some extent as they list the Garrett numbers and then give you a estimate to how their compare,at least its a start and I commend them for it.

The lack of good quality diesel turbo info out there is what led me to Garrett also.I was looking for something to feed my mildly modified 12v and ended up with a GT37R Stage 3.It was a great charger at first and I have now exceeded what its capable of handling for power.The low end spoolup is very quick and when the truck wants to make power the turbo is out of map and out of energy,thus the reason for studying the compressor maps.

Chris..
I'd like to hear more about that 40R of yours and how it works.Drop me a note on it if you can please.

Old TDR saying Air + Fuel=Power,but,its how you make them all fit together that really makes the trucks go......Andy

 

Guys, I started a thread in the 3rd gen high-perf section about a "Wikipedia" type project that would make a great turbocharger spec sticky - using data submitted by users directly from their turbochargers.

By making the housing A/Rs and wheel trims of various turbos common knowledge, it would really add to the understanding and correct use of a particular 'charger to an individual CTD's needs!

Please spread the word and post up if you're able.

 

Right now, for the amount of money I have in this charger, I could have a Silver Bullet, or be well on my way to a good set of twins...not including my time I also have 2 extra housings that I'm sure I can get something out of and help recoup some of the cost!

But I see this as a learning experience, and I didn't want to buy what everyone else already has. I've ran a whole lot of chargers on my trucks...most with mixed success. There are always trade-offs, no matter WHAT setup you go with...I wanted to see how a ball bearing, water cooled oddball gasser charger would do on my Cummins!

I just want to get this thing halfway dialed in before I build the GT4088R/GT4508R twins...which is fast approaching
Chris

 

Hammer,

Digging up this post to get some clarification as to how much power your 'mildly modified' 12V was making at the time vs where you exceeded the turbo's capability afterward. I would like to get an idea as to where this charger ran out of air for your setup--good to 400 hp? 500hp? 600hp?

Thanks.

 

Not to answer for Andy...but he has made about 497hp with the Garrett Stage 3.


Also, since this thread is alive again....I killed the GT4088R. I think HIGH EGT's, and the .68A/R housing eroded the tips of the turbine impeller fins. Never noticed anything until I took it apart. Haven't decided which direction I'm going now

Chris

 

Couple of Holsets in a twinset Chris? LOL. Does anyone run a set of BB turbos in a high hp situation that have lived?

 

Not a chance another Holset will be under this hood for an extended period

If I ditch the BB twins, it will be a 64mm over an 80+mm charger...but I haven't decided where I'm headed. I'm gonna get it running first

Chris

 

Hohn and RolJ Those two statements are great! First the statment on how things work by Hohn and secound statement about real would driveing experiance and how to deal with your new turbo By RolJ. Both of those coments deserve to be sticky's because they couldn't be more on the money IMHO! I am one of those people that bought a turbo and expected something other than what I recieved but in the end I got exactly what I paid for a great aftermarket turbo that I had to learn how to drive all over again! Hey Hohn I also one of those guy's that is going to up the anti with more injector but I'm doing it for more power not quicker spool,if it ends up spooling faster that will be a plus!! Great stuff.......

 

I always make it a point to read up when HOHN gets involved in a injector/turbo thread... even if I don't really feel like reading that much! J/K HOHN, I really appreciate your posts like these, as well as the others who have such knowledge and are willing to share it. I've learned a lot just by reading some of the key posters threads(i.e. HOHN) and I wonder where I'd be with out the shared knowledge. I may not post in very many threads but I sure do read a lot of them. I love this site!






EDIT: Thats two threads in a week or so that I thought were relatively new threads... geez! Guess I outta pay more attention to the dates...

 

A cheap fix for your lack of air flow on the 3788 stage 3, put a S400 or BTH-3b under it. You will have to adjust your wastegate as it set to run as a single, but honestly the best way for it to work right is to use an external wastegate. The problem is that the 3788, has a tall compressor map. I wonder how well it will work when you limit it to only a PR of 2-3:1 Spool-up depend on where you operating on your compressor map and turbine maps. Turbocharger only really starts to work once they spinning up around and above the 50000rpm mark, under that they are not very efficient. A big single at initial spool, is spinning quite slow and will be on the bottom of its map. The 35Y turbo would be spinning around the 20k mark at idle. They are set-up to spin easier with less exhaust mass flow (turbine a/r ratio). The real benefit of running twins is that your secondary doesn't have to spin that much as your running a higher inlet pressure to get it up to it 2:1 pressure ratio, unfortunately the turbocharger work increases at that point (drive pressure). Most compressor maps are drawn based on standard ambient pressure and temperature (14.7 psi and 59 deg's f and humidity of 50%). You can your operating pressure your map changes.