----- Original Message -----
Sent: Friday, September 16, 2005 8:06
PM
Subject: RE: L18 EFI turbo in a 510
It
really depends on how much power you want to make & how much lag you will
accept.
A
T25 will give good response, but will be limited in power output and you won't
want to go over 10psi with no intercooler or 15psi with intercooler.
T28
will be a smidge laggier, but if you get a ballbearing one then that will
offset the lagginess and give you good response like a T25 without the flow
restrictions.
The
exhaust side A/R in real basic terms is this: The bigger the number the
laggier it'll be, but with the benefit of more overall flow.
.48
is small and will choke it'self up in the high RPM range.
.64
is a nice middle size for 1.8 to 2lt engines.
.8
is getting on the big side of things. Probably not necessary unless you start
putting on big compressor housings and stuff.
There are some real nice turbos and options in the T2x range, so you
don't need to really go changing to T3 flange unless you have to.
What
i've found is that if you can switch up to T3 series of turbos
(change the flange on your manifold), there are some really nice options
available such as T3/4 hybrids that are dirt cheap and produce some sickening
amounts of power, not necessarily laggy either.
I
bought a T3/4 for my SR20det and it is running on 18psi, making some really
scary horsepower. On stock boost it made 215hp @ the wheels while I was
running the engine in. It's now run in and 18psi is just a whole new dimension
that I haven't experienced previously. It's fast, and will bag up the tyres in
4th gear @ 140ish km/h. I haven't dyno'd it at this boost level yet. For the
record, the exhaust side is .48 T3 housing which *I Think* equals something
larger in the T2x series like .6 to .8 ish. I might be wrong about that part
tho.
A
turbo'd L 18-20 engine with similar turbo configuration could do the same
sorts of things. The T2x series of turbos are quite sufficient though in most
setups, so don't take me too literally. I just went to T3 coz I had one
sitting around, and then found a bigger & badder one very cheap when the
small one blew up. If you can, grab yourself a disco-potato GT25RS and you
will be set. These are apparantly the ducks guts of ballbearing T2x turbos.
I
LOVE turbos. Cheap thrills to be had!!!
Hi all,
I have in my sweaty palms a L18 EFI factory
inlet manifold, A turbo exhaust manifold (modified diesel log-type manifold
from a Navara Z-20 or something) a Microtech D5 Turbo EFI computer and I
want to find a suitable Turbocharger to suit an L18 or L20B motor. It's for
my 1972 Datsun 1600 and I don't want to do the usual CA18DET, FJ20DET or
SR20DET swap. I need a turbo with a T25 / T28 flange to suit my exhaust
manifold. My guess is a CA18DET or SR20DET type turbo would be the best
choice. I know bugger all about turbos, so I need advice on the specs
for A/R compressor and exhaust housings. I notice there is a
range of T25 and T28 turbos available between .48 and .64 A/R. Does
anyone know which A/R I need for L20B and/or L18?
Any advice at all would be
appreciated,
Cheers,
Rob
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