Okay well with a hill climb car you want torque more than HP as your end goal. You also want more lower mid range power to help you out of turns and that also why you want more torque to help you with this. Know with that said. He said that he would like to get 550 hp.. okay yes there are a lot of setup you can go with in the Turbo area that will get you to 550 hp but we need to look at probably smaller turbos that will be in there efficiency range that's where the turbo will preform the best. If he is going to run anti-lag then he will also need a turbo that can last a while. anti-lag will get you the best power but it shortens the life of a turbo dramatically. Now if he is going to be running a 2.0 or stroking out this motor to a 2.2 or even a 2.3 then that will also help out a lot in getting more power faster.
a FP Red is a very good turbo I think for running in this area and its going to spool up quick and have a good torque curve too. But I do not know how long this turbo will last to such abuse in hill climbs, an anti-lag??? But I would still pick the Red for what I can think of since it has had good torque and HP #'s. I think a 35R may be a bit to big to make the lower end torque and a 30R may not be a bad Idea ether but I don't have a hill climb car or anything but if I was doing a hill climb car I know I would want the smaller turbos for a better response. I know that with my Evo with a 35R going up the canyon its a bit more laggy than what I would like and feels like the power just isn't getting there fast enough but with my other Evo with a 20G on it it feel like I can just step on it and it goes with a lot less lag in power getting there. and it feels more torque too Just my 2 cents on this

 

We had a customer in here recently dyno his 3065 on a 1G, the car made 620 whp and spooled up around 4400 on a 2.0L That's an awesome powerband since the car rev'd to 9k

If you need any more help send me a PM!

Thanks,

Michael

 

Get one of them WRC always spooled setups... no lag FTW

 

I disagree with this statement. If this were the case, we'd all be using diesel engines making 600 lb-ft of torque and 300hp.

In the end, if you want to go fast, you need horsepower. So the key will be to match your gearing with your powerband. I would say your powerband is the range where you hit your desired torque level. I'd estimate that in this case, if you can get 400 lb-ft of torque from 4500-7500rpms, you're doing okay and I think a GT35 setup can do that. Shifting at 7500rpm from one gear to the next should not drop you below 4500rpms. So, you should always have max torque available. If you ever find yourself out of the powerband, drop it a gear.

This isn't an option in 1st gear of course, but 4500rpms in 1st is probably about 25 mph.

Regardless, you want the engine and turbo to be at max efficiencey in the upper half of the rpm range. At the desired powers, I guess that it requires a larger turbine housing than a stock frame turbo (i.e FP Red) to reduce the backpressure in the exhaust manifold at the high power levels. Also with respect to hillclimb, this form of motorsports has to be about the toughest on an engine. I bet the amount of time spent at WOT is a higher percentage than most other motorsports, aside from Nascar :P

 

You just described a WRC engine...Minus the diesel and I think that would be the perfect HC engine.

We can agree on HC being super tough on hardware, but I think more than WOT time it's the amount of load being put on the motor that is demanding.

 

It worked for Audi with their LeMans car...can't wait to see that show up at PPIHC...I'm guessing it'll happen in the next 5 years.

Dave

 

DaveK: is the AMS HTA GT35R kit on your list of possible turbo choices for next season?

 

If you looking for the best the answer is easy, TR30R. The bad part is the best is not something that is in most peoples budgets.

 

I haven't really talked specifics with the AMS crew surrounding turbo choices yet, but most likely we'll start out with something smaller. As for 'kit' I believe AMS is cooking up something special for my needs, just like the V-band exhaust my car is sporting. PPIHC isn't our only hillclimb of the year, but it is the most wide-open/fastest. After hearing about the Garrett BB turbos not liking antilag, we might end up with something different if I decide antilag is the cure for spool rather than fancy BB cartridges.

Dave

 

The HP limit on WRC cars is due to the intake restrictor. Since they're physically limited on the peak HP they can make, they maximize the torque/hp below whatever rpm the hit peak HP.

If they were allowed to make more hp, trust me, they would. They limit the HP though due to all the deaths back in the day with unrestricted cars.

 

The Audi's make way more than 300hp They're more like in the 550-600hp range IIRC with a TON of torque. Regardless, their hp is about on par with their gasoline counterparts.

 

I think that spdracerut is dead on. The restrictor (32mm i guess) makes it impossible for wrc cars to have high hp numbers and high rpm.

The most important factor in Audi winning Le Mans with diesel engines was the increased MPG they got, thus reducing pitlane time.

 

I am not familiar with this "TR" nomenclature, with respect to turbochargers. What do the letters TR, stand for?

 

The TR30R turbos from Garrett are motorsports only, and you basically can not buy them. They are extremely trick and are customized for each customers applications. Stainless steel turbine housings, titanium ball bearing center housings, magnesium compressor housings, and they weigh ~8-9lbs IIRC.

Used in everything from WRC to Lemans and they cost ~$7k each.

 

Some info on the TR30R in this thread