440 lsx to big for gt55-88 or s500-88 turbo?
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440 lsx to big for gt55-88 or s500-88 turbo?
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.
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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
Zach
#6
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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
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#8
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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.
#9
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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.
#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.
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
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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
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
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.
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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.
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.
#14
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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.
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.
#16
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.