StoleIt

iTrader: (3)

just slap another t76 onto the other header. twins would be sweet.

hellbents10

iTrader: (10)

Can you post some airflow numbers? Like lb/min at some boost levels and the RPM. I think the 88 would suit your needs well, not to big not to small.

parish8

iTrader: (6)

not sure what you are looking for.

hellbents10

iTrader: (10)

Like at 5600rpm you are using 72lb/min of air at 13psi.

hellbents10

iTrader: (10)

http://www.forcedinductions.com/consumption408.htm

There we go found this on forcedinductions.com Just got arid of the guess work. Looks like a 88 would work rather nicely.

parish8

iTrader: (6)

i have been using the calculators on smokem up. and back calculating my airflow based on my fuel usage and then looking at my mph and weight to calculate my hp. all numbers point to about 900fwhp or 90lb's of air. that turbo is done.

XLR8NSS

iTrader: (4)

That intercooler is done too. Going off the new numbers you posted for it's size it's probably only good to around 800 flywheel hp.

Time for a bigger turbo and bigger intercooler.

Flipper - Sending you a PM now.

kbracing96

iTrader: (25)

Well, I ran the numbers from "Maximum Boost" and figuring 6500 rpm with a 408 at 2.1 bar running about 85% efficacy would be about 94 lb/hr of air. So I would agree that your running out of turbo also. If that helps.

Rick@Synergy

iTrader: (5)

Thats what I was just about to get at. It works like this. Even though the Turbo is a different animal than the supercharger, the motor and how it acts under boost is no different. When you take a supercharger setup and run 10psi at the gauge and make 500hp, then you change the heads and cam and see only 6psi on the gauge, but now you wind up making close to 600hp. How does this happen? Its because its still moving the same amount of air but what is happening in the chamber now is much more effecient and with less left over. Because of this, the charge is not as hot, what you move in gets out better, and now you have more room for timing to make a few more ponies.

Now the best part of the turbo is the turbo does all the control on psi and boost. So if you ran 10psi on your setup now, imagine if you ran the same 10psi with a good set of heads that allowed more to come in and get out. this will help bring down some of the heat, but at the same time you will move more air which in turns just might make you move up on the size of the turbo. But I would try the heads first. Your cam has a high lift, and no heads to support that kind of lift. Let the same cam under different flow conditions go to work and you will see big improvments. Hope this doesnt confuse you anymore.

Rick

hellbents10

iTrader: (10)

He will move more air and still hit a brick wall, as the 76 will not move as much as even his stock heads will allow. If the 76 can move 81-90lb/min it will not go higher just because of a better set of heads. He is not looking to make more power on the 76 cause he cannot. Unless he sprys it. Yes you are right that he could hit the 90lb/min with less boost with a set of heads. Fact here is that the turbo is well out of its efficientcy range and is blowing hot air. If you move the boost level down at 90lb/min it will be even further out of its range thus being more inneficient at a even lower boost level. Look at the map and then pretend it has even better heads and cam. Then look at how far out of range it is when you move more air with less boost.

hellbents10

iTrader: (10)

Here you go the compressor maps do not lie.
The first one is about were Parish is now. 16psi and approx. 90lb/min according to him. I put 80-90 just to be safe, who know it might be only making 800fwhp to run that time. You can see that it is well out of range at this rate. Hence the hot air issue. The second pic is puttin a set of cylinder heads in the picture. Moving the boost down to 12-13psi to make the same power and move the same air. 80-90lb/min. This would be a killer set of AFR's and a nice cam to compliment the setup. Now you see its even further out of range. The problem we have here is that the air going in will still be hot and it would be a total waste in my opinion to buy heads. As the IAT's would still be high. Yes you could band-aid this in many ways but were do you end up after the headaches. So how is this setup going to go faster with a set of heads?
The problem we have here is..thats right you guessed it...408 cubic inches of displacement.

XLR8NSS

iTrader: (4)

Yep, a 76 is really not optimal for a big ci engine like that. A good set of heads is only going to compound the problem. The 76 may be able to make the power but, at the cost of efficiency(increased IAT's) on an engine that big. A 76 is more suitable to a 370ci setup and even then a 88 would still be a better choice IMHO.

Rick@Synergy

iTrader: (5)

Never said it would fix it, just said it would help to make the same power with less PSI. And I did agree that he just might need to step up in turbo size also.

Rick

JZ 97 SS 1500

iTrader: (2)

If your forced to run a T4, go no less then the PTE88. The 76 will hit the choke limit very early. Also the 76 turbine side is a bit small anyhow and would cause a spike in backpressure as the boost rises. The S-trim wheel is efficient up to a certain point.

Jose

parish8

iTrader: (6)

what is a pte88? will it bolt on? or at least the hot side bolt on?

do you have any specs on it or any info at all?

how would it compare to a thumper t88?

changvd

Hi Parish and others! My name is Vince and I have been watching all your mods for a while now. Sweet truck! I am doing a similar setup and need some help. My Iron block 408 motor just got built with a Callies nitrated crank (Forged everything also), AFR 205cc with modified springs, Diamond dish pistons, alky injection, etc. Just got rid of the Radix. Looking into getting the Livernois kit with an upgraded turbo. My questions are...

1. What cam should I use for this setup?
2. What size injectors and fuel pump should I get?
3. Is it possible for me to run times like you with a ECSB 2wd and hit 800rwhp?

Thanks guys!

Sorry to interupt this post.

smokinHawk

iTrader: (48)

Jose posted a lt1 camaro making over 1000rwhp with that turbo, mustang guys have ran high 8's with it.
its a mid frame turbo, weighs about 30.5 lbs, smaller frame then a thumper and ofcoarse a T4 flange so it should bolt up to you header. but since the exhaust housing is larger you will probably have to make a downpipe for it. I think it comes in a doughnut flange (not sure what size) and a 4" vband flange for the exhaust.
somebody told me that the thumpers weigh about 70lbs, if thats true. But the thumpers do have some size on the PTE88, as the pte88 has the same compressor cover as the pte74-76

hellbents10

iTrader: (10)

What kind of cubes are we talking on that LT-1. Also those mustangs are light and probibly were running less cubes. That turbo may work well and it would be nice cause it bolts on, but I would be afraid of it chocking up. Then agian I could be wrong as I have no experience with a hybrid like that.

smokinHawk

iTrader: (48)

http://www.precisionturbo.net/featuredtext.php
this one is on 347 cubes others have had 302 to 400 something.

i believe that lt1 was like 396CI, he made 900+something on the PTE76gts

why would it chock up?

JZ 97 SS 1500

iTrader: (2)

The PTE88 is just a hybrid. It uses the same H style compressor cover of the 76 and others. But the center section is a larger bearing structure. It does come with 2 different exhaust housings. One is a 4 bolt donut flange and 4" Vband like stated above. The turbo is conservatively rated at 1250hp. The LT1 is a 355ci engine, nothing special about it. With the 76GTS is made 987rwhp/922rwtq. With the PTE88 and same boost, it made 1012rwhp/909rwtq. Its a plenty capable unit and will bolt up to any T4 flange.

Jose