MHI FP Red on stock block/head/cams?
I actually have the turbo apart right now for cleaning and inspection. Measured it over lunch, comp in/ex: 57/77mm, turb in/ex: 63.3/53.3mm. After looking at FP's site it's actually between a red and an FP54, sort of lol. The compressor wheel on the 3B is a bit bigger than the red. The turbine is larger than the FP54 but smaller than the red, almost split right between them.
That pressure ratio isn't too bad but I definitely wouldn't run a 2:1 on track without a fat wallet. My goal is to run the turbo that will net me the best power under the curve from 4k-8k while remaining at 30psi or lower. 500whp on E85 would be fantastic and that's great to hear you did it with stock cams but I wonder if a black would've made anything more under 30psi?
I'm not sure I'll ever change out the factory final drive and I won't be running a 2.3 but I've thought about stepping up to a 2.2 on a 64 block eventually.
A black would make more power but backpressure would be close to the same/close as the red. The black doesn't seem to snap up hard like the red does on a 2.0/2.2 . My current engine makes 530whp at 21psi or 23psi IIRC so that would be plenty for the roadcourse at least for me.
We all would like to avoid 2:1 to keep parts happy. But how many people have done it without knowing? Or adding (increased cylinder pressure) cam advance or timing to add insult to injury.
I looked around for some stock turbo backpressure data and dug this up. 48psi of backpressure at 7000 @26psi boost. Probably closer to 50psi at 8000 50/26 =1.92
https://www.evolutionm.net/forums/ev...k-turbo-2.html
Here is some BBK full date (smaller then the 3B) 25psi boost 37psi backpressure.
https://www.evolutionm.net/forums/ve...-toxicfab.html
Some discussion on different ratios . For most street car people having something responsive is going to create some backpressure. For the track it is 100% better to have lower backpressure for parts longevity.
https://www.evolutionm.net/forums/ve...ure-plate.html
Ayoustin , if you have the stock intake I could try and find my used DDT EGR backpressure plate and send it to you so you could test it on your 3b. I don't have any use for it.
A black would make more power but backpressure would be close to the same/close as the red. The black doesn't seem to snap up hard like the red does on a 2.0/2.2 . My current engine makes 530whp at 21psi or 23psi IIRC so that would be plenty for the roadcourse at least for me.
We all would like to avoid 2:1 to keep parts happy. But how many people have done it without knowing? Or adding (increased cylinder pressure) cam advance or timing to add insult to injury.
I looked around for some stock turbo backpressure data and dug this up. 48psi of backpressure at 7000 @26psi boost. Probably closer to 50psi at 8000 50/26 =1.92
https://www.evolutionm.net/forums/ev...k-turbo-2.html
Here is some BBK full date (smaller then the 3B) 25psi boost 37psi backpressure.
https://www.evolutionm.net/forums/ve...-toxicfab.html
Some discussion on different ratios . For most street car people having something responsive is going to create some backpressure. For the track it is 100% better to have lower backpressure for parts longevity.
https://www.evolutionm.net/forums/ve...ure-plate.html
Ayoustin , if you have the stock intake I could try and find my used DDT EGR backpressure plate and send it to you so you could test it on your 3b. I don't have any use for it.
We all would like to avoid 2:1 to keep parts happy. But how many people have done it without knowing? Or adding (increased cylinder pressure) cam advance or timing to add insult to injury.
I looked around for some stock turbo backpressure data and dug this up. 48psi of backpressure at 7000 @26psi boost. Probably closer to 50psi at 8000 50/26 =1.92
https://www.evolutionm.net/forums/ev...k-turbo-2.html
Here is some BBK full date (smaller then the 3B) 25psi boost 37psi backpressure.
https://www.evolutionm.net/forums/ve...-toxicfab.html
Some discussion on different ratios . For most street car people having something responsive is going to create some backpressure. For the track it is 100% better to have lower backpressure for parts longevity.
https://www.evolutionm.net/forums/ve...ure-plate.html
Ayoustin , if you have the stock intake I could try and find my used DDT EGR backpressure plate and send it to you so you could test it on your 3b. I don't have any use for it.
The class I'm in, competitive guys run 550-650whp so I'd call 530 barely adequate.
Thanks for the offer, I actually have a spare EGR block off plate I could use to get backpressure data. I'm doing some port work on my turbine housing to try and help reduce backpressure wherever I can. Tial/FP has a new turbine wheel design coming out soon/it's already out and towards the end of the year I heard it's going to make its way into the Evo drop in stuff. The design is called UHF (ultra high flow) turbine and that would also help lower back pressure.
I've been doing some homework lately with compressor wheel design and what makes them so different even when sizes are pretty close. For track use I'm more inclined to use the compressor off a BBK/Bouch because the design of those favors efficiency at lower pressure ratios, which means more power under the curve, whereas the FP compressors favor high pressure ratios which works well for making better peak power and is more catered to drag racing. But the FP turbines are larger which helps to reduce back pressure and the UHF wheels will help with that even more. So ideally I'd like to make turbo that pairs a Blouch compressor with an FP UHF turbine.
A black would make more power but backpressure would be close to the same/close as the red. The black doesn't seem to snap up hard like the red does on a 2.0/2.2 . My current engine makes 530whp at 21psi or 23psi IIRC so that would be plenty for the roadcourse at least for me.
We all would like to avoid 2:1 to keep parts happy. But how many people have done it without knowing? Or adding (increased cylinder pressure) cam advance or timing to add insult to injury.
I looked around for some stock turbo backpressure data and dug this up. 48psi of backpressure at 7000 @26psi boost. Probably closer to 50psi at 8000 50/26 =1.92
https://www.evolutionm.net/forums/ev...k-turbo-2.html
Here is some BBK full date (smaller then the 3B) 25psi boost 37psi backpressure.
https://www.evolutionm.net/forums/ve...-toxicfab.html
Some discussion on different ratios . For most street car people having something responsive is going to create some backpressure. For the track it is 100% better to have lower backpressure for parts longevity.
https://www.evolutionm.net/forums/ve...ure-plate.html
Ayoustin , if you have the stock intake I could try and find my used DDT EGR backpressure plate and send it to you so you could test it on your 3b. I don't have any use for it.
We all would like to avoid 2:1 to keep parts happy. But how many people have done it without knowing? Or adding (increased cylinder pressure) cam advance or timing to add insult to injury.
I looked around for some stock turbo backpressure data and dug this up. 48psi of backpressure at 7000 @26psi boost. Probably closer to 50psi at 8000 50/26 =1.92
https://www.evolutionm.net/forums/ev...k-turbo-2.html
Here is some BBK full date (smaller then the 3B) 25psi boost 37psi backpressure.
https://www.evolutionm.net/forums/ve...-toxicfab.html
Some discussion on different ratios . For most street car people having something responsive is going to create some backpressure. For the track it is 100% better to have lower backpressure for parts longevity.
https://www.evolutionm.net/forums/ve...ure-plate.html
Ayoustin , if you have the stock intake I could try and find my used DDT EGR backpressure plate and send it to you so you could test it on your 3b. I don't have any use for it.
I've been doing some homework lately with compressor wheel design and what makes them so different even when sizes are pretty close. For track use I'm more inclined to use the compressor off a BBK/Bouch because the design of those favors efficiency at lower pressure ratios, which means more power under the curve, whereas the FP compressors favor high pressure ratios which works well for making better peak power and is more catered to drag racing. But the FP turbines are larger which helps to reduce back pressure and the UHF wheels will help with that even more. So ideally I'd like to make turbo that pairs a Blouch compressor with an FP UHF turbine.
