Pic's of shaved turbine housing
01-13-2009, 01:37 PM
#21
I can't disagree that the extra material would help in a catastrophic failure. However not very likely as I doubt this car will ever create the extreme shaft speeds needed to make that happen.
As far as heat retention. It will reduce the thermal mass of the housing, it will get up to operating temperature faster and cool down faster. Exhaust gas traveling through the turbine will remain unaffected. Especially when the housing is coated or wrapped with a thermal bag.
As far as heat retention. It will reduce the thermal mass of the housing, it will get up to operating temperature faster and cool down faster. Exhaust gas traveling through the turbine will remain unaffected. Especially when the housing is coated or wrapped with a thermal bag.
I know rear mount turbo systems spool like **** when you add thinner, less heat retaining exhaust piping pre turbo.
I'm not saying that it will spool slow, just saying that if I had to hold my hand 6 inches away from a hot exhaust housing during a loaded pull, Id rather it be 17 lbs thicker.
01-13-2009, 06:26 PM
#24
I didnt weigh the turbo before but I weighed it on a nice digital scale after and it was exactly 56# The housing will be coated so I am not worried about thermal transfer.
The cost isnt that bad, its a CNC program.
For me the weight of the turbo is a big deal. My car was very heavy last year. I have a long way to go on the weight reduction and any new parts being added have to be looked at carefully. This made sense for me, its not for everybody.
The cost isnt that bad, its a CNC program.
For me the weight of the turbo is a big deal. My car was very heavy last year. I have a long way to go on the weight reduction and any new parts being added have to be looked at carefully. This made sense for me, its not for everybody.
01-13-2009, 07:14 PM
#25
Staging Lane
Join Date: Sep 2008
Location: MI
Posts: 99
Likes: 0
Received 0 Likes
on
0 Posts
Unless you had some facts, I cant say I agree.
I know rear mount turbo systems spool like **** when you add thinner, less heat retaining exhaust piping pre turbo.
I'm not saying that it will spool slow, just saying that if I had to hold my hand 6 inches away from a hot exhaust housing during a loaded pull, Id rather it be 17 lbs thicker.
I know rear mount turbo systems spool like **** when you add thinner, less heat retaining exhaust piping pre turbo.
I'm not saying that it will spool slow, just saying that if I had to hold my hand 6 inches away from a hot exhaust housing during a loaded pull, Id rather it be 17 lbs thicker.
the way Garrett makes the housing is simple, one external dimension for all A/R's which means from the outside it is the same for .90 through 1.40
as the A/R changes the wall thickness gets reduced, so the lower the A/R number the thicker the wall.
the .90 and the 1.00 A/R garrett housing can be machined and ~20lbs taken off and still have a wall thickness greater than the 1.40 A/R which Garrett blast tests to make sure containment is achieved. so you end up with a light housing that still has a wall thickness that is able to blast contain.
01-13-2009, 07:48 PM
#26
i'll give you some facts...
the way Garrett makes the housing is simple, one external dimension for all A/R's which means from the outside it is the same for .90 through 1.40
as the A/R changes the wall thickness gets reduced, so the lower the A/R number the thicker the wall.
the .90 and the 1.00 A/R garrett housing can be machined and ~20lbs taken off and still have a wall thickness greater than the 1.40 A/R which Garrett blast tests to make sure containment is achieved. so you end up with a light housing that still has a wall thickness that is able to blast contain.
the way Garrett makes the housing is simple, one external dimension for all A/R's which means from the outside it is the same for .90 through 1.40
as the A/R changes the wall thickness gets reduced, so the lower the A/R number the thicker the wall.
the .90 and the 1.00 A/R garrett housing can be machined and ~20lbs taken off and still have a wall thickness greater than the 1.40 A/R which Garrett blast tests to make sure containment is achieved. so you end up with a light housing that still has a wall thickness that is able to blast contain.
Last edited by black98ws6ta; 01-13-2009 at 10:30 PM.
01-13-2009, 08:42 PM
#30
I didnt weigh the turbo before but I weighed it on a nice digital scale after and it was exactly 56# The housing will be coated so I am not worried about thermal transfer.
The cost isnt that bad, its a CNC program.
For me the weight of the turbo is a big deal. My car was very heavy last year. I have a long way to go on the weight reduction and any new parts being added have to be looked at carefully. This made sense for me, its not for everybody.
The cost isnt that bad, its a CNC program.
For me the weight of the turbo is a big deal. My car was very heavy last year. I have a long way to go on the weight reduction and any new parts being added have to be looked at carefully. This made sense for me, its not for everybody.
01-13-2009, 09:17 PM
#32
So you are presented with facts from a person that manufactures turbine housings, but yet you still beg to differ?? wow man, whatever.
I guess the stainless Tial v-band turbine housings are **** too then, no one run them!! they will blow up and kill your spool time!
I guess the stainless Tial v-band turbine housings are **** too then, no one run them!! they will blow up and kill your spool time!
01-13-2009, 09:25 PM
#33
I didnt weigh the turbo before but I weighed it on a nice digital scale after and it was exactly 56# The housing will be coated so I am not worried about thermal transfer.
The cost isnt that bad, its a CNC program.
For me the weight of the turbo is a big deal. My car was very heavy last year. I have a long way to go on the weight reduction and any new parts being added have to be looked at carefully. This made sense for me, its not for everybody.
The cost isnt that bad, its a CNC program.
For me the weight of the turbo is a big deal. My car was very heavy last year. I have a long way to go on the weight reduction and any new parts being added have to be looked at carefully. This made sense for me, its not for everybody.
01-13-2009, 09:39 PM
#34
Staging Lane
Join Date: Sep 2008
Location: MI
Posts: 99
Likes: 0
Received 0 Likes
on
0 Posts
01-13-2009, 10:15 PM
#35
01-13-2009, 10:34 PM
#37
Either way, who cares? Its lighter than it was before. Shearer is thinking outside the box. He is a smart dude, as is tial. You think that turbine housing is thin? You should see my FP HTA GT35Rs with the Tial turbine housing. Pure engineering sex. period.
This is good stuff, step back and take a note. Dont bash, and you just might learn something.
This is good stuff, step back and take a note. Dont bash, and you just might learn something.
01-13-2009, 10:36 PM
#38
Either way, who cares? Its lighter than it was before. Shearer is thinking outside the box. He is a smart dude, as is tial. You think that turbine housing is thin? You should see my FP HTA GT35Rs with the Tial turbine housing. Pure engineering sex. period.
This is good stuff, step back and take a note. Dont bash, and you just might learn something.
This is good stuff, step back and take a note. Dont bash, and you just might learn something.
Ron (Shearer) comes from the 4 cylinder world. He and I go back..... Good guy, lots of knowledge and some very fast cars. He finally found his was into an LS1 engine bay 
01-14-2009, 12:12 AM
#40
TECH Apprentice
Join Date: Sep 2004
Location: Kona, Pearl Ridge
Posts: 377
Likes: 0
Received 0 Likes
on
0 Posts
This going on the standing mile vette? i noticed the motor is for sale want to share a little?