Buschur Racing dyno thread.....new developments.
Originally Posted by davidbuschur
This car is running our BB580 which is a GT35R and always has been.
Originally Posted by davidbuschur
To make a long story short I made multiple pulls over 600 whp and the datalogger never once hit 31 psi. Not even for an instant. Between tuning and a few experiments I tried I pulled the car 27 times. The best pull was 624 whp and 576 ft lbs of torque at 30 psi of boost.
With a peak boost of 22 psi at 7500 rpm the car still layed down 513 whp! I figure with pump gas in it and a timing number the car could live with it would still put 490 whp out like it is on 94 octane.
With a peak boost of 22 psi at 7500 rpm the car still layed down 513 whp! I figure with pump gas in it and a timing number the car could live with it would still put 490 whp out like it is on 94 octane.
wow david. as soon as i get rid of my other freakin, money sucking up car....you have defintely made my mind up with who to go to for a turbo kit...except i wont be getting the 580 or 500...i think i will just stick with the 440. 
The computer is about 4 feet from the front of the car. Like I say, this is the 3rd one we had crash back there. HP, Compaq and a Gateway. It sucks as this time there was too much valuable testing information in it. Before they were just dyno runs that didn't matter much. Hopefully this guy can recover the stuff. Guess I'll order another Dell. As cheap as they are we have 6-7 of them here and have never had a problem with one.
The BR440, 500 and 580 are all non ball bearing turbos. The BR440 is not able to be built in a ballbearing cartridge. The 500 and 580 are equivelant to the GT30 and GT35R's but not exactly. The BR500BB and BR580BB are both true GT30 and GT35 ballbearing turbos. Difference in them being the turbine housings. We use a Mitsubishi style turbine housing on them, or have in the past. This was the idea behind the cast manifold we did, it allowed use of all the great DSM style turbos we have used in the past.
We have found though that here is a very large power difference in using the T3 housing on the GT30/GT35 turbos compared to the Mitsubishi housings we were using in the beginnning. We will probably only be offering these larger turbos with the T3 housings in the future. I am busy now converting a bunch of them that we did in beginning with the Mitsu housings on them. We made a billet adapter that goes between our cast manifold and the T3 housing which has worked out extremely well. What is going to end up happening is we are going to probably build a killer header for the car and then send it out and have it cast. Then we will offer two manifolds, one for the Mitsu style turbos and one for the T3 housings. The cost of doing the casting is extremely high and I am still thinking about our next plan.
David Buschur
www.buschurracing.com
The BR440, 500 and 580 are all non ball bearing turbos. The BR440 is not able to be built in a ballbearing cartridge. The 500 and 580 are equivelant to the GT30 and GT35R's but not exactly. The BR500BB and BR580BB are both true GT30 and GT35 ballbearing turbos. Difference in them being the turbine housings. We use a Mitsubishi style turbine housing on them, or have in the past. This was the idea behind the cast manifold we did, it allowed use of all the great DSM style turbos we have used in the past.
We have found though that here is a very large power difference in using the T3 housing on the GT30/GT35 turbos compared to the Mitsubishi housings we were using in the beginnning. We will probably only be offering these larger turbos with the T3 housings in the future. I am busy now converting a bunch of them that we did in beginning with the Mitsu housings on them. We made a billet adapter that goes between our cast manifold and the T3 housing which has worked out extremely well. What is going to end up happening is we are going to probably build a killer header for the car and then send it out and have it cast. Then we will offer two manifolds, one for the Mitsu style turbos and one for the T3 housings. The cost of doing the casting is extremely high and I am still thinking about our next plan.
David Buschur
www.buschurracing.com
Just when I thought I about had my mind made up... I know your just pondering things at the moment, but any thoughts on a time frame on the new cast manifold for the T3 housing? Any thoughts on if we buy an older style kit with the adapter to T3 and then want the new style T3 manifold later?
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Dave sorry to hear about you PC issues. I use an external hard drive to keep anything important on PC crash and hard drive fail. Might want to look at an external raid set up so you can just throw about the OS and PC as needed and keep the data you want/need.
ping me off list if you need/want help with setting something up.
ping me off list if you need/want help with setting something up.
Originally Posted by davidbuschur
<much snippage>
We have found though that here is a very large power difference in using the T3 housing on the GT30/GT35 turbos compared to the Mitsubishi housings we were using in the beginnning. We will probably only be offering these larger turbos with the T3 housings in the future. I am busy now converting a bunch of them that we did in beginning with the Mitsu housings on them. We made a billet adapter that goes between our cast manifold and the T3 housing which has worked out extremely well. What is going to end up happening is we are going to probably build a killer header for the car and then send it out and have it cast. Then we will offer two manifolds, one for the Mitsu style turbos and one for the T3 housings. The cost of doing the casting is extremely high and I am still thinking about our next plan.
David Buschur
www.buschurracing.com
We have found though that here is a very large power difference in using the T3 housing on the GT30/GT35 turbos compared to the Mitsubishi housings we were using in the beginnning. We will probably only be offering these larger turbos with the T3 housings in the future. I am busy now converting a bunch of them that we did in beginning with the Mitsu housings on them. We made a billet adapter that goes between our cast manifold and the T3 housing which has worked out extremely well. What is going to end up happening is we are going to probably build a killer header for the car and then send it out and have it cast. Then we will offer two manifolds, one for the Mitsu style turbos and one for the T3 housings. The cost of doing the casting is extremely high and I am still thinking about our next plan.
David Buschur
www.buschurracing.com
I have a 256 MB Sandisk, never have used it. My own stupid fault that I lost all of this I guess.
The manifold we have now can be used for the T3 turbos with our adapter and Mitsu's without. The only other real flange out there is the T4 and we won't bother with an adapter for that. The Mitsu to T3 adapter came out really good and using the adapter with our manifold VS. a custom header on a GT35R there was no HP difference.
There is a slim chance that I may design a T3 manifold later and have it cast. There is a ton of expense involved in doing a casting so it is going to take some considering.
David Buschur
www.buschurracing.com
The manifold we have now can be used for the T3 turbos with our adapter and Mitsu's without. The only other real flange out there is the T4 and we won't bother with an adapter for that. The Mitsu to T3 adapter came out really good and using the adapter with our manifold VS. a custom header on a GT35R there was no HP difference.
There is a slim chance that I may design a T3 manifold later and have it cast. There is a ton of expense involved in doing a casting so it is going to take some considering.
David Buschur
www.buschurracing.com
I did some datalogging on this GT35R car here that we made the 624 whp with.
On the dyno on the low boost pull of 513 whp the throttle went to WOT at 3191 rpm, this is in 4th gear. At 3695 rpm the car had 4.13 psi of boost. At 4688 rpm the car had 16.79 psi. At 5,000 rpm the car hit 19.8 psi. Ending boost was 22 psi, probaby a little bit of boost creep. I only made that one pull.
On the street with the boost set a peak of 30 psi doing a 3rd gear pull we went to WOT at 4547 and the boost was at 3.76 as soon as we did. At 5,000 rpm we had 23.45 psi and at 5375 rpm we had 30 psi. This held perfect at 30 psi to 7500 rpm when the pull was stopped.
For comparison. On the dyno with the RS I pull the car in 3rd gear. I start the pulls at 2,000 rpm every time. This particular pull I am looking at was when the car made the 387 whp. So it has a clipped and ported stock turbo with the 10.5 housing and ti/al wheel. WOT was at 2223 rpm. Boost was already .03 psi. At 3,000 rpm I had 7.31 psi. At 4,000 rpm I had 20 psi. The boost spikes to 24 psi and that happens at 4410 rpm. It then falls down to 21 psi by 5676 rpm and at 7504 rpm it is only 18.34 psi.
You can almost lay the two boost maps over top of each other from the stock turbo and the GT35R and see the dyno graph between the two. Stock is making a bunch more down low with the GT35R just running away from it over 5,000 rpm.
Just some interesting stuff, thought you guys might like it.
David Buschur
www.buschurracing.com
On the dyno on the low boost pull of 513 whp the throttle went to WOT at 3191 rpm, this is in 4th gear. At 3695 rpm the car had 4.13 psi of boost. At 4688 rpm the car had 16.79 psi. At 5,000 rpm the car hit 19.8 psi. Ending boost was 22 psi, probaby a little bit of boost creep. I only made that one pull.
On the street with the boost set a peak of 30 psi doing a 3rd gear pull we went to WOT at 4547 and the boost was at 3.76 as soon as we did. At 5,000 rpm we had 23.45 psi and at 5375 rpm we had 30 psi. This held perfect at 30 psi to 7500 rpm when the pull was stopped.
For comparison. On the dyno with the RS I pull the car in 3rd gear. I start the pulls at 2,000 rpm every time. This particular pull I am looking at was when the car made the 387 whp. So it has a clipped and ported stock turbo with the 10.5 housing and ti/al wheel. WOT was at 2223 rpm. Boost was already .03 psi. At 3,000 rpm I had 7.31 psi. At 4,000 rpm I had 20 psi. The boost spikes to 24 psi and that happens at 4410 rpm. It then falls down to 21 psi by 5676 rpm and at 7504 rpm it is only 18.34 psi.
You can almost lay the two boost maps over top of each other from the stock turbo and the GT35R and see the dyno graph between the two. Stock is making a bunch more down low with the GT35R just running away from it over 5,000 rpm.
Just some interesting stuff, thought you guys might like it.
David Buschur
www.buschurracing.com
What A/R turbine on the GT35R you were testing? I'm not sure if it's silly to assume .63...
Originally Posted by davidbuschur
I did some datalogging on this GT35R car here that we made the 624 whp with.
<snip>
Just some interesting stuff, thought you guys might like it.
David Buschur
www.buschurracing.com
<snip>
Just some interesting stuff, thought you guys might like it.
David Buschur
www.buschurracing.com
Kazz,
Which "beast" would you like me to sum up? The RS stock turbo car or the GT35R car?
David Buschur
www.buschurracing.com
Which "beast" would you like me to sum up? The RS stock turbo car or the GT35R car?
David Buschur
www.buschurracing.com