Can someone explain in simple terms why the larger turbine of the 20G LT makes more power than the older 20G-9-5?

I have a very simplistic understanding of turbos. As I understand it, the exhaust gas spins the turbine wheel and the turbine spins the compressor wheel, which is what blows/compresses the air into the engine. If you keep the compressor wheel and housing the same as the old 20G, then how do you flow more air into the engine with the same compressor without raising the boost?

I guess it would seem that the compressor wheel and housing would govern flow and the turbine would just take care of driving that compressor, but obviously I'm missing something.

If anyone can explain how the LT flows more at the same boost level, I'd appreciate it.

Thanks!

 

Or is it that the LT doesn't flow more on the intake side, but rather the bigger turbine wheel uncorks the exhaust side and makes more power that way?

 

yes the bigger exhaust wheel releaves the pressure difference.(lower exhaust manifold pressure and the larger wheel can flow more air than the stock TD05 size wheel

 

More hot exhaust gases flowing out through the exhaust port means more fuel-air mixture can flow into the combustion chamber. The larger turbine wheel of the 20G-LT creates less engine backpressure, which allows for more complete scavenging of hot exhaust gases from the combustion chamber during the exhaust stroke. One benefit is lower combustion chamber temps, and it also permits more efficient cylinder filling by the intake charge.

One of the limitations of the White Rabbit configurations(including the 20G-9-5) was excessive back pressure. This is addressed by the larger turbine wheel which allows the 20G-5 compressor wheel to go about its its job more easily, due to reduced backpressure(rotational resistance).

 

the inlet of the 9 is machined but more importantly the turbine outlet is machined (more)

 

do you think they will again make this turbo better then its curent form? like the new and improved evo 8/9 20g super LT RED???????? LOL

 

oh btw... my very base analysis is structured around the idea that the max flow limitation of from geometry (diameter) of the inlets nad outlets. the wheel of the turbine is also not stock.

 

Someone is always pushing the technological envelope. You can get quicker spoolup, if that's what you're after, by sending your Evogreen to England for a ballbearing center section upgrade. And, if you are running a MAFless induction system, there might be some benefit to ordering TurboDynamics' 4-inch inlet, compressor housing(about $300+, USD).

Forced Performance could probably get a bit more power out of it, by designing a proprietary turbine housing for the FP Green. Something along the lines of what the IX compressor housing achieved in comparison to the VIII compressor housing, allowing for improved flow through the scroll while affording an earlier "look" at the turbine blade tips, and thus no loss in spoolup.

 

I'm still holding out for the EvoRed 20G-9-5 Super LT

It should be coming out in about 4 months the way Forced Performance and Buschur are spitting out new bolt on turbos.

I feel bad for the resale value of all the previous versions like the busted Rabbit and 20G-8 and 20G-9-6 and 5 blade.

 

I am holding out for the EVORed too. I had a STI with the FPRed it was amazing, I think it had a 65lb wheel.

 

was there significant lag with the FP Red?

 

damn i can't wait neither

 

red's are basically like 35r's. so yup very laggy

 

In the DSM world the Red was like a 60-1...it made the same horse power as the green on pump..with more lag but on race i saw as high as mid 500 on race...and yeah it was real laggy! GT35R laggy...

 

oh, then I guess the Red wouldn't be a good choice for me...