Best best turbo?

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Best best turbo?

Postby seeker1056 » Mon Feb 04, 2008 6:25 am

What do you all consider to be the best all around small turbo for a twins setup that will be primarily used for truckpulling but still be street driveable

I want to switch out my hx35 next month when i change things around a bit

I will be using 6x18 edm stix and a 14mm head when i switch up

so hx35/40 hybrid, hx40, s300g, s400, gt37, gt38, gt 40, or other?

I am open to any suggestions

thanx
Ken
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Postby KTA » Mon Feb 04, 2008 6:31 am

I would go with a 2.5"x2.9" S400 in a .80hsg, they are cheap compared to most of the similar sizes S300's, a whole lot tougher, but kind of difficult to fit under the hood in a twins config unless you have a body lift. If not that a 64x71mm S300 works nicely for me.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby ford69557ci » Mon Feb 04, 2008 9:42 am

thats what i am currently running a 64 71 s300 and i love it
92 w250, NV4500, D80, maxed pump, AFC gone, extended fuel screw, more to come.
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Postby seeker1056 » Mon Feb 04, 2008 2:17 pm

would go with a 2.5"x2.9" S400 in a .80hsg, they are cheap compared to most of the similar sizes S300's, a whole lot tougher, but kind of difficult to fit under the hood in a twins config unless you have a body lift. If not that a 64x71mm S300

What do all these numbers mean please - I am not turbo savy at all - thanx
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Postby ford69557ci » Mon Feb 04, 2008 3:41 pm

Well the 2.5" is the compressor wheel diameter the 2.9 is the exhaust wheel diameter and the .80 is the a/r of the exhaust housing or basically the size of the housing. On the s300 th 64mm is the compressor wheel diameter the 71mm is the exhaust wheel diameter and the best exhaust housing would be either a 14cm2 or a 16cm2. Depends on who makes the turbo as to wether it measured in a/r or cm2 or inches vs mm.
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Postby Fnschlaud4620 » Mon Feb 04, 2008 6:29 pm

If you take the 2.5" and X by 2.54 you get cm, them move the decimal (or x by 10) to get mm.

2.5 x 2.54 = 6.35 x10 = 63.5mm

2.9 x 2.54 = 7.366 x10 = 73.7mm

with an .8 a/r housing it is just like the s300 but like KTA said, much cheaper.

my question is.......

is there any benifet to running the same turbo compressor housings, but with the different wheel combos in a twin configuration to not restrict airflow through the secondary housing.

thanks
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Postby KTA » Mon Feb 04, 2008 8:08 pm

I think the bigger housing of the S400 will no doubt flow more, and the bigger turbine wheel will help to balance drive pressures a bit more. It has much more mass though so it would have a noticeable amount more lag.......like everyhting its a trade off between performance and manners.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby cummins king » Mon Feb 04, 2008 8:13 pm

im conused on one thing, if you have a botom turbo that makes for say 45psi, then you have a top turbo that make 45psi, does the top turbo take the 45psi from the bottom one, and thinks that its just regular air and then biulds it up to 90psi
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Postby KTA » Mon Feb 04, 2008 8:22 pm

Turbos work off of pressure ratio, typically most turbos are effecient at a PR of 3 to 4. ATmospheric pressure is 14.7 so at a PR of 4x 14.7psi- 14.7 = 44psi gage
so now say you have 45psi feeding your manifold charger still operating at a PR of 4 X 45 - 45= 135PSI. In actual practice your PR would not remain at 4 for your manifold because of backpressure across the turbine reducing work input to the compressor, so you typically end up more like 2.5x45-45= 67.5psi in order to keep your drive pressure in check, this of course varies deending on many things in your setup.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby cummins king » Mon Feb 04, 2008 8:26 pm

okay that makes sence i just dont understand why some people put two of the same turbos on a truck instead of one smaller and one larger
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Postby KTA » Mon Feb 04, 2008 8:29 pm

If you have 2 turbos the same size in series you will get 0 compunding effect and its worthless. You could run them in parallel for more air flow, and wit fancy plumbing could set them up to be sequential/parallel.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby ford69557ci » Mon Feb 04, 2008 9:30 pm

like the bd twin setup they are both and s300 but the top is like a 62 or 64mm and the bottom is a 66 or larger
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Postby greasemonkey » Thu Feb 07, 2008 10:26 am

cummins king wrote:okay that makes sence i just dont understand why some people put two of the same turbos on a truck instead of one smaller and one larger


on a cummins or any inline, they do it because they're uninformed and want to try something 'no one's done'...when you run two identical turbos, you now have the same amount of compressor capability with more mechanical efficiency loss. even though the individual turbo is much smaller than the big turbo, when you compare the mass of both turbos to the mass of the larger single, then figure you have the same amount of drive pressure/heat energy...

only reason twin parallel turbos are common is usually on a V8 car/truck where engine compartment space is a premium and it's easier to mount a smaller turbo off of either exhaust log, allowing individual downpipes near the factory location instead of one large DP on one side and to eliminate having to run an exhaust pipe across the engine and into a single turbo. so it's just for plumbing's sake on a V engine. on an inline, parallel 'twins' are dumb and useless. any of the turbo gods that I've researched that have dedicated their lives to speed and turbos have proved time and time again that a single turbo is mechanically more efficient than true parallel twins.
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Postby KTA » Thu Feb 07, 2008 11:43 am

You can get quicker spoolup out of twin parallels though because the rotational mass is less compared to one single capable of flowing the same amount, this has been proven on both gas and diesel applications.
Fleet of Junk: 1989 D350 627rwhp 1300 tq B-1/Hx60 twins, KTA pump/injectors, ported head, BIG fuel supply. 13.75@ 109.5mph 1/4: 1992 W350 Cab-chasis, 1993 W350 ext cab cust.370 inj Hx40/16cm 290rwhp hydroboost brakes,1984 D350 crew-cab another project.
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Postby seeker1056 » Thu Feb 07, 2008 3:37 pm

would an edgejammer be any good as the small turbo for twins

I cant find specs but there are several for sale new on evilbay at what i consider t obe a decent price
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