mike13

iTrader: (27)

Longrange is running a AES 390, I think the GT91 is hard to beat but most important in my opinion is that it's a proven combination, one less issue to be concerned about.

abbaskhan

Comp t6 9194 .90ar IMHO

DrTurbo

iTrader: (3)

Yes it is, but in a T4 the best right now is the GT50. Complete animal.

mike13

iTrader: (27)

what's the physical size comparision to a GT91?

DrTurbo

iTrader: (3)

Nearly identical.

Anchor

Price on a GT50? Is it ball bearing?

Also, if i want to stay comp oil less, what size twins should i be looking at?

Anchor

There's always a procharger.... Lol

I8UR4RD

iTrader: (16)

Prochargers make the power too.

Fbodyjunkie06

iTrader: (10)

I really like the T4 GT91 if you are working with size constraints in the engine bay. If not then go T6 GT50 for sure as they are animals as Jose has said.

Mightymouse SANDWICHED one in his A/C compressor spot some un-godly way, but he did it.

There are much easier locations to put them also than he did, he is just a show off

I like the 97mm turbine wheel GT91 personally in this application being a 6 speed for response and top end power, but don't know if Jose can do that in a T4.

1.08 AR for your 6 speed. If it was an auto I'd go 1.23 AR.

Anchor

Damn that F1R vette sounds nice...

DrTurbo

iTrader: (3)

GT50 can be had in a T4 frame and they are journal bearing only. Garrett has yet to release the BB. But BB on those cubes, you will never notice.

abbaskhan

You'll notice in transient behavior and in The spool between gears.

DrTurbo

iTrader: (3)

We have a customer road racing a GT4708 we built him, we then swapped him to a GT4708R DBB unit to see if we could get better transient response. The datalog showed pretty much no difference. Coming out of a low speed turn and during shifts the drop to peak was the same MS's with both units. Big cube V8 cars just don't benefit much. Now on a 2JZ, RB's, 1FZ's..etc we see some difference....around 300-400rpms. 1FZ we only saw about 150-200rpms....but its the upper end of cubic inches for a 6 cyl.

abbaskhan

im sure that's the case for his situation but lets compare apples to apples

being that a single on a v8 would be further away from the heads and other factors i still say (and know) its noticeable and its amplified in the lower rev range where most driving occurs.

as for twins each bank is essentially a 4 cyl motor....so the v8 does consist of two 4 cylinders motors ....and again due to placement and size of each bank (around 3.2-3.3 liters each bank) there would be a noticeable difference.

now what you consider noticeable is ofcourse a matter of opinion...to me its at-least 200-300rpm in the bottom portion of the motors operation.

on throttle and enough exhaust energy im sure it'll be ok


http://www.supraforums.com/forum/sho...esting-results
A QUOTE
"My conclusion is, the DBB rocks for making the car more driveable The data shows some impressive gains below 4000rpm, which is exactly where a lot of my regular driving takes place. Having done nearly 1000 miles on it since doing these tests, I wouldn't go back to non-DBB. No loss of top end power, and on boost much earlier. You can see on the graphs that the DBB outruns the P-trim by about 0.2bar in most circumstances. The real-world result of this can be seen on the road speed graphs where some frankly outstanding results showed up, getting nearly 10mph over the p-trim on an in-gear rolling start!"

just for sh*ts and giggles....he states that there is a difference in drivability
...some will argue its a v8 you wont notice.. my point if you can get the optimal set up then why dont you and u will notice in a roll on.

Anchor

Alrighty, here's my shortlist. From most expensive to cheapest option. Not going to list prices as that's up to the retailers..

F1R Procharger cog drive -
Nelson Racing Mirror Image 72mm billet twins in black -
Compturbo Oil less billet twin 6765's in black -
Compturbo Oil fed billet single 8894 in black -

With the twins i'll obviously need 2 wastegates etc, bit more piping. But it will look neat.
The NRE twins just look good.. No other real benefit.
Single was the way i was originally leaning towards.
And i'm not sure if the procharger will hit my inner fenders as i'm running a TCI Pro Touring front clip.. Plus then i'll have to buy headers, which will be around 2k. About the same as piping etc for a turbo and bov/wastegates?

Far out, this is too hard.

Fbodyjunkie06

iTrader: (10)

Just do the procharger. I don't know why your against the GT series?

blue00ZZleeper

iTrader: (5)

Well if you decide to go down the procharger road, I have a bran new head unit I might be selling. lol There are a lot of options out there....I decided to stick to procharger because I want to prove a point. There aren't nearly as many high power, fast, blown street cars. Plus the sound is pretty awesome and addictive haha

I8UR4RD

iTrader: (16)

either way, honestly, unless you have a great setup, procharger is going to be more hassle free, and still give you the number at the track and on the dyno. the parasitic loss is down to an all time low, and belt problems can be solved with the addition of custom brackets. not many turbo setups bolt on, get a tune, and require no additional pain in the *** work to get right.

i will say though....turbo will make more torque over all most likely...and be alot more fun to drive....the sound is not as nice to me, and it doesnt roll off the tongue like F1-R procharger does. haha.

mike13

iTrader: (27)

It's all about getting the best, the best turbo kits are trouble free but are top dollar. Same with the procharger, you need the best brackets and other pieces to limit flex.

Prochargers sound so cool at idle and turbos sound cool underload.

abbaskhan

Go with comp twins/oilless 6765...you wont regret it.