Buscur racing says its a 56 lbs/min compressor. From most of the set ups I have seen on a few evos n like a dozen stis is the hta green makes a lil over four hundred pump n five hundred on e85

 

the turbine wheel is more than 2mm smaller. more like 5mm. here is the green wheel in the red housing.

 

Thanks for all the data and the illustrative pics. Great stuff. I am not so sure about the red cowboy shirt though.

 

It´s probably not relevant, but I have been wondering whether in your peep´s opinion an old style Green on race gas would be capable of matching the power of the new HTA Green on pump gas if both were tuned to the edge?

 

Fp's site says the hta green has the 65 mm revision of the reds 67 mm turbine wheel.

 

With respect to turbine wheels, there are two diameters. The larger, or major, diameter is refered to as the inducer. This is where the exhaust gases enter the turbine. The smaller, or minor, diameter is refered to as the exducer and is where the exhaust gases exit the turbine housing.

 

From what I have heard the Old Green and 20G are not very good pump gas turbos. They are better with race fuel or E85. Am I right? How is the HTA Green on pump gas? BBK appears to be a nice one for pump and race gas but not too much info on the HTA yet.

 

definitely some good info

 

in for results. I think that if I could make the same power with an HTA Green that I did with my Red (540whp) with the addition of cams, tb, a touch more compression, and minor head work.... you could have a killer power band. on Ethanol or c16 of course.

Lets see some dyno graphs!

 

the HTA73 is from an evo X? I thought FP only made the HTA green for the IX's and just a green for the X's?

 

It should beat the BBK Full....not the next version of the BBK may beat it.....I envision it looking something like this: FPGreen-----<BBK Full-------<HTA Green-------<BBK-B/XL-------<FPRed------<FPBlack

 

man thats the first comparison that i have ever seen! good stuff man!

 

sounds about right to me lol

 

You are all comparing the turbos in a sense that they all are for the same purpose of high HP. Each turbo has a specific range they will operate well in. What the "max" hp a turbo can belt out is actually a lame way to compare their capabilities.

Far more important is the efficiency of the turbo and it's ability to maintain pressure across a broad RPM range.

If all you care about is peak HP numbers...bolt on a huge turbo, lag away and knock out massive peak hp. I mean after all...we all constantly drive at the uppermost portion of our rpm limits all the time right???? I think not!

I would be more inclined to see compressor efficiency tables as a comparison of the different wheels. Then you can clearly see the performance characteristics of that specific compressor.

OP...thanks for starting a fire....lol

 

Agreed.

I believe the HTA has a better HP/TQ numbers on E-85/race gas than the BBK, however on pump gas I have yet to see a clear thread on which one is superior. I say this, because I have seen many (almost my own) HTA Green break the >500hp/>450tq barrier, and I have only seen a few (if any) BBK's that have done this. THIS IS NOT TO SAY THAT THEY CAN'T! I am not dissing the BBK in any way, I would be happy to see some charts/track times to prove me wrong! But in my experience reading the boards here, I have yet to see one that stands out in my mind. With my car, I did some slight road tuning, and let some local tuners take a look at it when it was on straight 93, nothing ported, and had a smaller intake and it was at 395/385. I did a straight upgrade to E-85, ported the TB, Exhaust manifold, turbine and O2 and they tuned it and the numbers jumped to 446/425. Since then I upgraded the intake, got rid of the cat and did a little more tweaking and the numbers where they are now are around 475/445.



Here is a graph of the first log they did of the car on E-85. The torque curve is messed up because I had to tweak the MIVEC, mess with the fuel map a little to raise the upper limit a good bit. After this the second pull (on the road) laid it at the final ~446/425 for the day.

I will be going back after all I have done and have them take a few pulls on the dyno and see what it reads. I will not push it any further though because I am still on the stock motor, internals, and the 6 speed and stock transfer case.

The 4G63 sure can take a beating. Also all of these readings were on a Mustang Dyno for those of you who care to know.

EDIT: Sorry to the OP to jack your thread, I just figured people would be interested to see a graph. I will try and get ahold of my tuner to get the pump gas chart, but I heard his computer took a dump on him so he might have lost it. I can swap maps back to 93 in a few days (once my tank of ethanol runs out) and run over and take a pull now and see what it reads. If you are interested.