Definitely understandable... its just nice to see that swapping turbo platforms had such a nice effect. I will definitely lay my T3TS graph over the t4TS graph once we start that car. We are both using HTA3586s, I will be tuning both, and i will make sure we run the same boost level during our comparison runs and we will also do the comparsion on the street doing a few single gear pulls and then a 2nd thru 5th pull in order to really compare the 2 platforms. After seeing some of the results, i think ultimately a T4 platform would have been better overall if the spool is similar to better than the T3 is. I was kind of forced into this platform which is why i can remain unbiased with the comparison. I think down the road i may change to whatever is better. I just appreciate the twin scroll platform because it made my car fun to drive again. I didnt have that with the .82 on the 35R

 

Which is exactly why after trying TS following my previous setup (35R + open .63 T3), I'm not going back. Like you said, it made my car fun to drive again, and that's a top priority where my particular application is concerned.

 

Also guys don't forget that the graphs posted in here are T3 1.06 not T4 graphs.

The T4 twinscroll flange is the same one that has put cars into the eights..... not anything close to a T3 twinscroll or stock turbo flange.

Scorke

 

Very much so...

I dont really have so much as an application as of yet. I daily drive mine, drag it occasionally and thinking of maybe hitting a road course or 2 in the near future when my Boss gets back from overseas. I think my personal car is right in the middle of the road to handle all 3. It wont be the greatest on those platforms, but will perform well in all.

 

^^^that is exactly the point of twinscroll. it makes the car FUN to drive, isnt that why we are here in the first place?

^^^this

definitely agree, T4 is the standard for twinscroll going forwards. We work closely with some major turbo mfg's and there are multiple advantages the T4 housings have that the T3 do not.

agreed. that last twinscroll-hating thread with two different cars on two different dynos was straight absurd. Not quite as far fetched, here is a guy from the UK that went to a Full-Race twinscroll 35R from a singlescroll 35R on stock location manifold/atp35R. Not the best scenario, but his actual response was:

"the difference in my car now is night and day the way my car picks up on/off throttle and the way pulls through the power band is unreal, the two graphs are off my car and the only thing that has changed is the turbo kits both were on a std inlet, I will hold my hands up and say that I am not up to speed on reading into the nitty gritty off graphs all that I can offer in feedback is that my car came alive with the fullrace fitted"

from this thread: http://www.lancerregister.com/showpo...0&postcount=57

your application is what I consider "all-around" and that is really where twinscroll shines. as you already experienced first hand, singlescroll works for drag, but wont hang on the street and road course.

 

Quirt Crawford will say the exact same thing. He did back-to-back on his Legacy GT, only changing the turbine housing (exhaust mani was divided of course, and perfectly fine to use with undivided turbine). He said the change in drivability was drastic, night and day.

 

from mazda:

 

do you think we could get a company like garrett or BW to make a 1.10 t4 for the 35r that is a nice clean casting like they make for other turbos?

 

no, not going to happen. 1.06 is about all youre going to find for the gt35R turbine wheel

 

Is anyone out there running a full-race TS HTA3582 setup on a 2.0L?

l8r)

 

that is evodans setup, using the hta3586

 

Your same head sir and that pull was 25psi. Im looking for the same boost level pull but that one was with the Jam head If you want to compare.

 

Yeah, but that's not an HTA 3582.

l8r)

 

I'm not "overlooking it."

NOBODY has provided FACTUAL DATA relative to the setups we are interested in on this topic so I simply choose not to talk about it any more until somebody steps up and proves that point.

Just because the data is available to show acceleration improvements in commercial diesels or automotive diesel engines with tiny turbochargers limited to <3500 RPM doesn't mean it applies to high RPM gasoline engines.

 

Do the laws of physics change between 3500 rpms and 8000 rpms?

I wasn't aware that they did...

Scorke