New Billet Turbo Pics For Your Enjoyment!
The 12k each is for cars like promods or extreme 10.5 cars making 4k hp. It actually says that on the page. The 12k each is priced the same as the other high end promod units.....
Our performance dual ball bearing units that would go on a car like a EVO, come with our billet cover, billet comp wheel and a stainless turbine housing with either vband or t3 inlet in the low 2k range.
Our performance dual ball bearing units that would go on a car like a EVO, come with our billet cover, billet comp wheel and a stainless turbine housing with either vband or t3 inlet in the low 2k range.
Variable vane geometry, ball bearing turbo, bolts to oem manifold and oem style downpipe, for low 2k range sounds promising.
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From: Alabaster
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From: Alabaster
This may help explain a little bit more about some of the questions that you all have!
http://makeitrightengineering.com/Th...er-Technology/
http://makeitrightengineering.com/Th...er-Technology/
Sweet. Curious, since you are able to do all this. What about built in bpv, and wheel speed sensors like what Borg Warner is doing, is that possible?
From a technical aspect, what differences are there to do variable vane geometries on a compressor side versus turbine side? I just noticed that on performance orientated stuff Ive seen the variable vanes focusing on the compressor wheels, while stuff like oem diesel applications have it on the turbine side. As one example, the Mercedes OM642 diesel has an electric solenoid that will engage or disengage the variable fins on the turbine wheel to vary boost pressures.
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From: Alabaster
Sweet. Curious, since you are able to do all this. What about built in bpv, and wheel speed sensors like what Borg Warner is doing, is that possible?
From a technical aspect, what differences are there to do variable vane geometries on a compressor side versus turbine side? I just noticed that on performance orientated stuff Ive seen the variable vanes focusing on the compressor wheels, while stuff like oem diesel applications have it on the turbine side. As one example, the Mercedes OM642 diesel has an electric solenoid that will engage or disengage the variable fins on the turbine wheel to vary boost pressures.
From a technical aspect, what differences are there to do variable vane geometries on a compressor side versus turbine side? I just noticed that on performance orientated stuff Ive seen the variable vanes focusing on the compressor wheels, while stuff like oem diesel applications have it on the turbine side. As one example, the Mercedes OM642 diesel has an electric solenoid that will engage or disengage the variable fins on the turbine wheel to vary boost pressures.
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So now I read that you're using Garrett center sections, not making your own billet versions. Someone else said your compressor wheel looks like the Garret GTX...
I asked you days ago the following question:
"As far as billet wheels go, anyone with a Renishaw probe can reverse engineer any wheel that they can get an original of. That's happened before on billet wheels in Evolution fit turbos. What's different about your wheel than the ones out there now?"
So, is the compressor wheel you are planning to use a copy of someone else's wheel, like other "new" turbos were a year or two ago? If they're not reverse engineered from Garrett or FP, what's different about yours as compared to theirs?
I asked you days ago the following question:
"As far as billet wheels go, anyone with a Renishaw probe can reverse engineer any wheel that they can get an original of. That's happened before on billet wheels in Evolution fit turbos. What's different about your wheel than the ones out there now?"
So, is the compressor wheel you are planning to use a copy of someone else's wheel, like other "new" turbos were a year or two ago? If they're not reverse engineered from Garrett or FP, what's different about yours as compared to theirs?
