LSXchriSS

Curious to see what you all think. I plan on running a local 275 class and was considering a turbo route. As of right now the crank I have is a 4.125 and matching the bore would make it around a 440. Id be running a hydro cam and mast ls7 heads and like to keepget it around 7000 rpm if I were to do so. But id like to get more input on the idea. Thanks.

10sec_rx7

gt55 are 91mm
GT47 are 80 or 88mm...

i ran the 55-91mm on a 408ci and it was making around 1100rwhp and ran 170mph at 3300lb...

LSXchriSS

You can make the gt55 a 88. That's the size limit in the class.

turbocamaro125

iTrader: (3)

yea i was gonna say they make a gt5588. I think the s500-88 is a bad turbo....http://www.workturbochargers.com/ind...mart&Itemid=53

JHR Performance

That BW s500-88 is a bad *** unit. Jamie Hacking just went 4.98 @ 149 to the 1/8th with it in his V6 Syclone. I probably still would not recommend 440 cubes for it though, you may want to look into something larger if you want to stay with those cubes.

Zach

silver_82

That s500 chassis is a 275 88mm turbo class' wet dream. 111mm hotside right, that wouldnt be big enough for 440cu if he keeps the rpm kinda low? Do you already have the engine built?

the s500-88 or precision promod 88 have the best numbers ive seen

GueSS Who

yes it is to big.

Fbodyjunkie06

iTrader: (10)

Jaimie is actually using Work's GTV unit with the smaller 99mm turbine wheel, same 88mm compressor. Chad (another HED customer) used the S500-88 with the 111mm turbine on his ford 358. He went 4.99 and jaimie actually went 4.94 since the 4.98 pass and 7.59@185 in the 1/4 with a v6 smaller turbine, but a V6 nonetheless!

I'd use the S500-88 since it has the 111mm turbine wheel. Chad tested the 1.50 ar vs. the 1.0 ar on his 358 and the 1.0 made the same exact amount of peak the 1.50 did but killed it under the curve all the way there. Big turbine small AR seems to work best within reason.

Fbodyjunkie06

iTrader: (10)

How is it too big when the PT98, PT101, PT106 etc. etc. etc all use the same 111mm turbine wheel? I know the compressor will run out before the turbine does on a 88 with a 111mm turbine wheel, but if he gets the cam right, and a matching converter and rear gear he can use all that power it will make at a lower rpm for the 1/8th especially.

GueSS Who

Well duh, your setup has to be right either which way.

I think it is to big because that is not going to put the turbo in the best effeciency range for the best air possible. Yes, maybe more tq and better under the curve because the CIs spool the turbo better but that is all in matching the converter as well.

Just like if a 4cl motor had this same x275 turbo it would make more power then the 440ci motor. It would also make way more boost.

Not saying it wouldn't work, but it is not best case. Most of the faster turbo and blower guys have around 350ci motors. When you get right down to it, I would want to see a proven combination and that is what you see in X275 these days. The V6 truck is good example

Fbodyjunkie06

iTrader: (10)

No doubt matching a combo is the best way to go about it, but in certain cases where the rest of the combo is there, it can be worked around. I think if he has a really good set of heads, and intake, and a cam with enough overlap to help bleed off some boost, keep the shift points at 7000-7200 rpm and a tight tight converter and a high gear ratio would be the ticket to making it work. I think actually it will work really well in 1/8th mile. It will probably run out of breath in the 1/4, but in the 1/8th properly geared and with the right converter and power band it could work really well. It should come up on the stall converter/boost really quick making staging easier, and being able to leave with enough boost/power to make up for the tight converter and high ratio so it can 60' in the low 1.20's which it will need to be able to run the number.

Another HED car for example, the infamous "Vader" mustang, it has a 400 c.i. motor in it and is running the PTE LF88 111mm turbine wheel. We all know what that car runs, I don't see 40 more c.i. killing the combo off entirely.

AES Racing

iTrader: (6)

Over 4.130" bore size becomes challenging to seal the head gaskets.

We went 7.60@185 with 410ci LSX and PT106

TurboS10

iTrader: (12)

Sell the crank, buy a 3.75 or 3.622 magnum or better crank and run the same turbo with a 1.0x or 1.2x housing.

To get the most out of the turbo you'll need to run more boost. Which means smaller motor and RPM to get the HP w/ limited compressor.

Fbodyjunkie06

iTrader: (10)

So vader having a 400+c.i. motor and a LF88 and going 4.81@152 low 1.20's 60' works that well, but a 440 c.i. motor all of a sudden ruins the deal? I have a hard time swallowing that one. Not trying to start a **** throwing war, I just don't think he would have to do all of that.

Tell you what OP look up Harrell Engine and Dyno and get their number hell I can PM it to you and ask Pete yourself what he thinks. Man is a genius with anything turbo.

DrTurbo

iTrader: (3)

We build many GT5518 units....they are supremo. Make awesome power and better turbine side then the S500SX.

DrTurbo

iTrader: (3)

The PT91, PT98, Garrett Thumpers....etc all use the larger 130mm turbine wheel. The S500SX is 111 which was made to try to match the UHP 111mm turbine from the GT55. We have been building S500SX units for over 5 years.....great compressor wheel, but the turbine side simply can't match the UHP turbine from Garrett. That is its weak link. On a V6 its not much of an issue since its a small displacement motor. Same reason why a 2JZ can make 1300rwhp with a GT47-88 but on a V8 its done by 950-1000rwhp. Turbine is where its at.....same reason why the Large Frame 88's are faster....BIG turbine.