Hey Geordie, I have a custom made manifoldfor an inline 6 L series with
a T3 flange on it, will be fitting it to an L28 with a P90 head (when I
can find one hehe), eventually I'd be doing boring and stroking it out,
evenually I want to create a 3.1 litre turbocharged engine out of it, I
will probably turbocharge it before I do that though, I'll find a way to
deal wit the compression ratios when I do it.
Anyway, what are your thoughts on the turbocharger units and power it
will make?
Geordie wrote:
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!!!
-----Original Message-----
*From:* Rob P [mailto:[EMAIL PROTECTED]
*Sent:* Friday, 16 September 2005 4:31 PM
*To:* [email protected]
*Subject:* L18 EFI turbo in a 510
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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