Hi all , I'm looking for info on the differences in this TME turbos 15GK2 compressor wheel .
I chased an old EBay link to someone selling these wheels and they mentioned the dimensions as 65mm major dia and 48.32mm inducer diameter 57 trim .

I'd really like to hear from anyone who's used one of these turbos and can let us know what power characteristics it gives compared to the 16G6 compressor .

Cheers , Adrian in Oz .

 

No need to find an old ebay link...

Ebay 15GK2

The SRT-4 stage 3 kit uses the TME CHRA, including the titanium turbine wheel and it is reverse rotation. FWIW, a friend had that on his SRT-4 and the car went 11.4 in Idaho, full weight. On our local track, I think he went 11.7 where to date, the fastest 16g has gone 11.7 in a stripped out FWD 1G DSM.

I don't think it flows more then the 16G, but based on the performance, I wouldn't be surprised if it made just as much power, but had slightly better spool characteristics.

The problem though, because of the smaller exducer, I think you would have to find a wheel and compressor cover. I don't think you would be able to cut the 16G cover to fit the wheel, and if that's the case, then you can't use the EVO IX compressor cover as you would have to use the smaller center housing of the EVO 4-8. You might be able to though, as it might be slightly taller on the exducer tip and the larger inducer should not be a problem.

Maybe FP would cut one of their ported shroud covers for it.

 

Mark from GT Pumps here in Oz says he has some of those compressor wheels and I'd like to ask him if he can sit a bare wheel inside a std housing to see if the profile was changed compared to the 16G wheel .

There is a chance that Mitsubishi/MHI may have made those wheels by machining an extra 3mm off the major or exducer diameter of a reverse rotation 16G wheel which would be cheap and easy and give them a bit more tip height .
It would mean that the compressor housing needs to be machined to suit a 65mm wheel but that isn't a problem when you manufacture the things .
And yes I'd thought of FP and their port shrouded comp housing castings too .

Anyhow which ever way that went about it I suppose the gains were slightly less rotating mass and a bit less air mass for the compressor to pump so less drive load on the turbine and slightly faster spool and transients .
This would also alter the speed match of the compressor and turbine as well as the pressure balance of hot and cold sides and combined with the twin scroll turbine housing make them fairly efficient things for their day .

It would be real interesting to see the 15GK2 map overlaid on the 16G6 one to see if the 15GK2 has the same potential but at slightly higher shaft speeds .

They no doubt did a lot of testing with the small restrictors in place and trying to stop them surging would have been challenging .

A .

 

I doubt it is a cut down 16G, as the inducer is larger. Then again, the interesting thing about the mitsu line is that the letter on the name is actually related to the blade profile. At least, it was originally.

Thus a TD05H-16G and a TDO5H-18G both have the same blade (and hub) curvature. Just different inducer diameter and a matching blade exducer tip height.

 

The regular16g TD005HR turbine wheel is the same size and dimension as the TD05RS ti wheel. I had an regualr 16g evo 8 turbo rebuilt with the RS wheel. Same size, less mass .

 

The TME turbine wheel and the JDM RS turbine wheel are both made from the same, low mass, titanium-alumunide(TiAl) material. But, the two wheels are slightly different dimensionally. They are interchangeable though.

The RS wheel came configured from the factory in a 9.8 turbine housing whereas the TME wheel came fitted originally in a 10.5 housing.