who makes the fastest spooling turbos?
11-30-2006, 09:07 AM
#21
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What makes these units claimed to be the fastest spooling different in design?
Sounds like the old "Voted worlds best tasting Cup of Coffee" syndrome.
Just need some links to some technical detail if you have them.
Sounds like the old "Voted worlds best tasting Cup of Coffee" syndrome.
Just need some links to some technical detail if you have them.
11-30-2006, 05:24 PM
#22
Originally Posted by LS2Camaro
How does this compare to the new S91, is the S91 ready yet? Where do the S Series fit in as far as fastest spooling goes?
11-30-2006, 05:26 PM
#23
Originally Posted by chasgiv3
What makes these units claimed to be the fastest spooling different in design?
Sounds like the old "Voted worlds best tasting Cup of Coffee" syndrome.
Just need some links to some technical detail if you have them.
Sounds like the old "Voted worlds best tasting Cup of Coffee" syndrome.
Just need some links to some technical detail if you have them.
12-01-2006, 07:03 AM
#25
Originally Posted by DrTurbo
Fastest spooling, most powerful unit will be the new Garrett 88DBB. Jose and Jason are working on getting some modded versions finished 
. No pricing is yet available, but they are going to be awesome units.
. No pricing is yet available, but they are going to be awesome units.Chris.
12-01-2006, 09:58 PM
#27
It is a little odd to me that variable-vane turbos haven't reached the performance industry yet. At least not that I have seen. They have been out for a couple years now on the Duramax's and seem like a great idea to try and get more of the "best of both worlds" in a turbo. Super fast spool and high flow in one package? I guess maybe the production costs are too high on them? No one making them thinks there is a big enough market?
12-02-2006, 07:04 AM
#28
Originally Posted by SSblack98
It is a little odd to me that variable-vane turbos haven't reached the performance industry yet. At least not that I have seen. They have been out for a couple years now on the Duramax's and seem like a great idea to try and get more of the "best of both worlds" in a turbo. Super fast spool and high flow in one package? I guess maybe the production costs are too high on them? No one making them thinks there is a big enough market?
also on a gas engine where you have more heat in the exhaust gasses. these can cause inconsistant oil presures causing the vnt to be evem harder to set up.
but it will come in. ball bearings have, so it juts takes time!
orange 88, well as longranger is using a T88 rear mounted on his 408, this new one would be even more driveable/build more boost on the line!
thanks Chris.
12-02-2006, 09:05 AM
#29
Originally Posted by chuntington101
the problems are most are designed for diesels, and its difficult to try and controle the oil presure for the VNT. the first can be solved easily but the second is allways going to be a problem!
also on a gas engine where you have more heat in the exhaust gasses. these can cause inconsistant oil presures causing the vnt to be evem harder to set up.
but it will come in. ball bearings have, so it juts takes time!
orange 88, well as longranger is using a T88 rear mounted on his 408, this new one would be even more driveable/build more boost on the line!
thanks Chris.
also on a gas engine where you have more heat in the exhaust gasses. these can cause inconsistant oil presures causing the vnt to be evem harder to set up.
but it will come in. ball bearings have, so it juts takes time!
orange 88, well as longranger is using a T88 rear mounted on his 408, this new one would be even more driveable/build more boost on the line!
thanks Chris.
We get to rebuild quite a few VNT's from the Powerstrokes. They are pure junk. ALOT of them fail, cause the vanes with time tend to stick due to carbon. Only way to fix that is to remove the turbo and clean the back half. You can't expect customers to do that like a regular maintence item. Way to difficult and time consuming.
12-02-2006, 09:08 AM
#30
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Originally Posted by Pro Stock John
I can fit a bigger turbo in place of my 47-88, but there's no point since I have not come even close to maxing out my combo and I don't feel that my engine will like it and be a surge monster.
Did anyone ask you anything?? You like to hear yourself talk WAY too much ProStock
12-04-2006, 06:59 AM
#32
Originally Posted by DrTurbo
Problem with VNT's at this point is A.) reliabilty B.)Most are now no longer oil controlled and are PCM controlled which makes it very difficult to adapt into custom apps and C.) They are typically all small turbos.
We get to rebuild quite a few VNT's from the Powerstrokes. They are pure junk. ALOT of them fail, cause the vanes with time tend to stick due to carbon. Only way to fix that is to remove the turbo and clean the back half. You can't expect customers to do that like a regular maintence item. Way to difficult and time consuming.
We get to rebuild quite a few VNT's from the Powerstrokes. They are pure junk. ALOT of them fail, cause the vanes with time tend to stick due to carbon. Only way to fix that is to remove the turbo and clean the back half. You can't expect customers to do that like a regular maintence item. Way to difficult and time consuming.
is there anyway to make them more reliable/easier to maintain?? do you think the Porsche units will suffer the same? do you have mayny from deisel cars, if any??
thanks CHris.
12-04-2006, 09:10 AM
#33
Originally Posted by chuntington101
i stand corrected then! lol
is there anyway to make them more reliable/easier to maintain?? do you think the Porsche units will suffer the same? do you have mayny from deisel cars, if any??
thanks CHris.
is there anyway to make them more reliable/easier to maintain?? do you think the Porsche units will suffer the same? do you have mayny from deisel cars, if any??
thanks CHris.
