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Originally Posted by JV2391
Thanks for the reply.
I had already ordered the .58 housing.
Granted there are many variables, but with a company of your experience, you should be able to ballpark for engine "x", turbo A (T4 Stage 5) will have these charateristics compared to turbo B (T4 P Trim).
I would be happy to get comparison info from any 3L V6 DOHC engine - just as long its an apples to apples comparision.
If not, how did you design these wheels and housings?
All trial and error? - I don't believe it.
As for the turbos listed in the "sticky" forum, which ones do you plan to discontinue? I'd still like to know all my options if the smaller housing does not work out.
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I'm not aware of any units planned for discontinuiation at this time. Ball parking is hard because motors are so different. For instance the 2AZ-FE Scion tC motor runs a T04E 50 trim compressor with a T3 Stage 2 turbine and a .48 A/R. Thats a 2.4 L motor and the turbo spools at just under 3,000 RPMs. The Nissan Sentra SE-R Spec V runs a QR25DE which is a 2.5L motor. Theortically if I wanted to ball park I could say that the same turbo would spool up about the same since there is only .1L difference in displacement. But in reality that isn't the case at all. The QR25DE motor runs a T04E 50 trim compressor as well but uses a T3 Stage 3 turbine with a .63 A/R. Thats a larger turbine wheel and a larger A/R housing for just .1 L of displacement difference. And the QR25DE makes full boost SOONER with the larger turbine and A/R. Why? The QR25DE has a much longer stroke. Its long rod length and subsequent bore/stroke ration will spool a larger turbo faster then the 2AZ-FE could ever spool a smaller turbine. Thats a perfect example of why its difficult to ball park a boost threshold number on displacement alone.