i've been getting a ton of PM's on the response and recovery of our new BBTO4R.
so i decided to take the car out and datalog some spool times and boost recovery between shifts.

the turbo is our newest creation, using the TO4R compressor wheel, mated to a .63 a/r t3 turbine and a dual stainless steel ballbearing cartridge. thats a mouthfull
the compressor flow is 75lbs/min, whereas the GT35R is 61lbs/min. this equates to more power per lb of boost, with a very similar spool and more supportable power.

3rd gear:
AFR RPM TPS BOOST(psi)

11.2/4500/101.2/11.2
11.4/4600/101.6/12.5
11.2/4700/101.6/14.4
11.4/4800/101.6/16.2
11.2/4900/101.6/18.4
11.1/5050/101.2/20.3


full boost @ 5000rpms! however, 11lbs has with this turbo feels like 15lbs with the GT35R, due to the greater air volume. the car starts to really feel like its moving @ 4500

beyond the intial quick spool for a such a big turbo (66.5mm inducer), the best part is the recovery time between shifts.

3rd gear to 4th gear shift:

RPM TPS BOOST(psi)

6050/101.2/22.2
6300/101.2/23.4
6500/101.2/24.3
6700/101.2/24.6
6950/101.2/25.3
7150/101.2/25.6
7350/99.2/25.6
7300/9.6/6.9
6550/82.0/7.8
5300/101.2/14.0
5500/101.2/18.4
5700/101.2/21.5

notice, the TPS, i even lifted fully between shifts and still maintained boost pressure off the throttle due to the shaft speed. once the next gear was engaged, 14psi starting, and within 400rpms right back to full boost!


i thought you guys might find this interesting, let me know what you think.


Ken Peak

 

is this the smaller of the 2 turbine housings?

 

yes, this was with the .63 a/r stg3 wheel.

 

what were the HP/TQ numbers?

 

just got the new hydra 2.5, this is just a street tune. should have time to get out to the awd dyno next week.

 

i heard from someone this past weekend at a meet that all your kits require a aftermarket radiator (sp) because of the mani design ??

 

this is true.
its not so much a requirement, as the factory rad. will work with a custom hardpipe. but, we feel that relocating the waterneck over to the EVO5 position eliminates any unneccesary heat that may be transferred into coolant system with the upper rad. hose being so close to the exhaust manifold.
the factory rad. and turbo system was showing 90-102*c on the coolant temps, where as our PWR/PeakBoost rad. with the PeakBoost kit logs ~80-90*c(90* under heavy load)

in fact, we include the custom PWR/PeakBoost EVO5 rad. in our Turbo kit standard or we can modify your existing aluminum rad. for a minimal fee with the purchase of the kit

 

So this turbo reaches 22 psi about 2400 rpm later than a 3076?

Scorke

 

Why run such a small Turbine housing (.63ar T3) on such a large turbo. IMHO you would max out the hotside well before you could max out the compressor wheel. Not bashing your product, as i have seen them make great power. I am only curious why you would run such a combo on the turbo. For example you can max out a .63ar T3 turbine side on a GT-35r (which would spool much quicker), and only by going to a larger .82ar turbin side can you finally out flow the Compressor wheel. I would be most interested in seeing what this turbo kit could do with a .82ar T3 turbine side (a large increase in lag though).