Ah, I see. Thanks for the clarificationCloNeGTS said:And just as a technicality, horsepower is derived from torque....so there really isn't any difference in the losses from the two. If the hp number changes, that means the torque is being applied differently than before.
Amazing man....simply amazing. Just as a ballpark, what would the modifications you have in place now cost retail? I'm sure the EVO guys are watching this close and we all know that it's running them ~$1600 to get to 300 hp.Guru said:Hit 301 whp today and 312 ft lbs of torque at only 16.8 PSI. I'm very surprised. Can't wait to get the new turbo on it. Right now I have my guy workin on the ECU plugs so I can make a plug and play harness. Hoping to either adapt a UTEC or maybe an E-Manage.
As engine airflow (RPMs) increase, the turbo must push more air at a given boost level. So it needs more exhaust energy to drive the compressor. This results in a rise of exhaust backpressure. If the engine flows enough air to push the turbo outside of its effeciency range, it starts to need even MORE exhaust energy. Garrett defines effeciency as the percentage of turbine power that actually goes into compressing the air. The rest is wasted, and the lower the effeciency, the more waste heat that heats up the intake charge (bad). If the airflow increases past the turbo's flow range, it reachs what is known as choke, where it basically can't flow anymore. This is really ineffecient, and can cause the turbo to overspin. My car (with an effecient turbo at 16 psi of boost) gets 14 psi of backpressure at 5000 RPM, and 17 psi of backpressure at 7000 RPM.shoeeater said:Ahhhhhh, I see. In the lower RPM's the turbo meets its max RPM and flow potential. Then as the revs are going higher, more flow is needed to keep the boost at the same levels, and the turbo just doesnt have the capability to keep up with the engine. I see now. Thanks for the help.