I'm looking for a "green" size wet turbo - who makes something in this size?

Thanks

Deadbolt SZ49 is a green clone and comes with water and oil lines.

^ sweet turbo!

I concur. SZ49 has worked wonderful results on many a car I've done.

I got mine from ^

Doesn't the Green come with water and oil lines anymore?

nope, oil only.

I'm looking for a "green" size wet turbo - who makes something in this size?

Thanks

Give me a call or hit me up on AIM and I'll tell you some cool stuff I just found out today.

green comes oil and water cooled now

Well I'd hope so, because mine is.

green comes oil and water cooled now

dont discount the TEC 20g.

Who has had good results with one?

Well I'd hope so, because mine is.


Did you by yours this year. I money is on, "no." When I talked to FP last (back in October of 2004), I was told the water/oil version was discontinued to people doing a poor job of fitting selection and fitment, then blaming the turbo for their issues. Drama solved with only a oil cooled version. They may have changed there minds since then. Call'em (972) 984-1800. I think you can really bend there arm to get you a w/o one. It's easier to just get a Superzilla 49.

TEC does too. Available through www.worldoneperformance.com. You can get the an 8 cm exhuast housing as well as the water and oil.

Thanks everyone, ordered my FP Green today!

Thanks everyone, ordered my FP Green today!

Correction, you ordered your "special" FP Green today. w000t!

Congrats on your turbo, pm and tell me what's so special! Is it a stainless drop-n housing that garrett's making.

Correction, you ordered your "special" FP Green today. w000t!


What's the Special Mean.. Bigger??

What's the Special Mean.. Bigger??

Haha, I bet you would like to know. PM me and I will tell you.

I think it's got the cover of the red! Big 3 inch inlet help's spool, I imagine.

Haha, I bet you would like to know. PM me and I will tell you.


Ohh you just want some attention!!

J/K

Correction, you ordered your "special" FP Green today. w000t!


I want to know what's special as well.... Current green owner here...

Congrats on your turbo, pm and tell me what's so special! Is it a stainless drop-n housing that garrett's making.

Thanks to Blingkuskahn and Mike at Gruppe-s for steering me towards this turbo. I haven't gotten it yet, but the results I've heard sound very impressive.

The turbo is ordered from FP as a 3" inlet green. Upon further speculation, it seems the SZ-49 should be pretty close to the same power curve. The biggest difference I see is:

1. SZ-49 uses a clipped TD06H hot side. I spoke to DB about this and they said that was the only way they could guarantee no boost creep. I had tried to order one without being clipped - their response scared me away from it.

2. The SZ-49 hotside is very ported, it looks great, but I wonder if they might have overdone it.

I will post dynos as soon as I have them.

You little girls and your "colored" turbos .

Whats next the Purple or Rainbow :huh: ?? :rolleyes: :p

From what i hear the best part...is the fact that this "better" green unit doesn't have the huge power drop-off like many greens tend to have after 6000+ rpm.

This maybe better news then the Red.


BTW...u colored turbo people can laugh @ my gt35 butt when the center cart. blows halfway down my first 1/4 mile pass :(

You little girls and your "colored" turbos .

Whats next the Purple or Rainbow :huh: ?? :rolleyes: :p

From what i hear the best part...is the fact that this "better" green unit doesn't have the huge power drop-off like many greens tend to have after 6000+ rpm.

This maybe better news then the Red.

At least their cars run! :p

At least their cars run! :p
:( :furious: j/k

All in time,...when the car is done...heads will roll ;) :disco: and the car will run a low 14 :o

:( :furious: j/k

All in time,...when the car is done...heads will roll ;) :disco: and the car will run a low 14 :o

I'd be satisfied with a 10 second car :D

This turbo sounds great.. Whit are going protuned so you have a race fuel map also??

:( :furious: j/k

All in time,...when the car is done...heads will roll ;) :disco: and the car will run a low 14 :o


What r u going to sit at the line for 4 sec then take off? :banana:

This turbo sounds great.. Whit are going protuned so you have a race fuel map also??

Yeah, I'll probably have a 91, 95, 100, 116 and 87 or 91 with 7lbs boost maps.

Yeah, I'll probably have a 91, 95, 100, 116 and 87 or 91 with 7lbs boost maps.


Make sure you get that 87 maps cause these gas prices are killer :disco:

OMFG!!! $3.45 today. I am buying straight 100 now.

Yeah, I'll probably have a 91, 95, 100, 116 and 87 or 91 with 7lbs boost maps.

http://www.btinternet.com/~madmole/Reference/RONMONPON.html

Most people dont know this but c16 is 117 MOTOR OCTANE which is actually lower reading than AKI or what we see and call octane at the pump. It's like MON=Gruppe-s dyno and RON=ATP's Dyno.

AKI=MON+RON/2 or Anti-Knock Index=Motor Octane Number+Reasearch Octane Number divided by 2

I have not been able to ever find the exact RON for c16 but you can assume about 8-12 points higher than c16 MON. Therefore lets assume that c16 AKI =MON (117)+RON (117+8)/2 That would make the AKI of c16 about 121. Why do we care? Well you dont have to care but when you are comparing race fuels to pump gas we need to have a common denominator which would be AKI.

This is not to say, however, that AKI is the only important factor when considering race fuels. Things like specific gravity, oxygenation, its burn properties, etc all come in to play.

I am just barely scraping the surface when it comes to this but I just wanted to put the info that I have leared out there and maybe someone else can sort it all out.

http://www.btinternet.com/~madmole/Reference/RONMONPON.html

...Things like specific gravity, oxygenation, its burn properties, etc all come in to play...

You are correct, esp important is fuel density. I have no real idea what our ecu's use because the density of gasoline varies with temperature and pressure.

I found the density of commercial gasoline at sea level to be listed everywhere from a low of 0.730 g/cc (at 16 degrees C) to a high of 0.805 g/cc ( at 20 degrees C) - it is dependent on the temperature and pressure.

Jeff from PDX has some evidence that the Subaru ECU is using 0.750 g/cc. This may be part of the reason the stock ECU runs so rich, high above sea level, the fuel density decreases significantly and will also vary with temperature.

Things like volumetric efficiency contribute to the efficacy of the ignition but don't contribute anything to the octane, or anti-knock.

Octane ratings - there are basically two; Research (RON) and Motor (MON).
RON (research octane number). Tested at 600 rpm with a fixed timing of 13° BTDC. The fuel temp is not controlled at all and the intake air temp is varied with barometric pressure. This is done to convert everything to a SAE standard day, which is 60° F, 0% Humidity, and 29.92 inches barometric pressure. The RON should NOT be used when selecting fuel for a race or high performance engine. The RON will always be higher than the MON.

MON (motor octane number), is the best rating to use when selecting fuel for your race or high compression engine. When testing MON, the fuel is heated to 300° F and the intake air is heated to 100° F. The test engine is a single cylinder 4 cycle engine that is run at 900 rpm. Ignition timing is varied with compression ratio and engine load is varied during test.

What you get at the gas pumps is the average of the RON and MON. It is alright to use this for lower compression street motors, but when you get much over 10:1, you should really pay attention to the MON. The closer the RON is to the MON, the more stable the fuel is. This can be very critical when running 7000+ RPM.

I believe that C-16 is 117 MON, not 117=(RON+MON)/2

Thanks again D!

Right, so c16's AKI would be closer to 121 which is about 30 points higher than CA 91 piss.

It makes sense that we can extract so much more power out of it when you are able to compare apples to apples.

Check this out as well, it actually states that c16 RON=MON=AKI: (I dont believe they even really tested C16's RON)

http://www.vpracingfuels.com/spec/techbulletin-sportfuels.doc

Just got off the phone with a guy from Titan Motorsports ands we had a good conversation regarding VP Fuels.

We were talking about c16's burn properties and how it tends to burn too slowly when you get into the really high HP applications (like ours). Sometimes tuners have to back off on c16 tunes because EGT's are climbing too high. The conventional wisdom is that when EGT's start climbing it tends to point out that the engine is running lean. Well of course we refer to the AFR's and see that AFR's are completely normal and do not show the engine running lean. Knock is not present and timing can just be added with no real benefit except seeing higher EGT's.

Why is this? It's because c16 burns too slowly because it is not an oxygenated fuel. The high EGT's are from the c16 actually burning in your exhaust manifold because it is still burning on the exhaust stroke.

So how do we get around this? I had heard to add some crap gas to c16 to get the c16 to burn faster but then you are essentiall watering down the octane level. So you are able to burn the gas faster but not able to add as much timing and boost, that's like robbing Peter to pay Paul... forget it.

SO Titan Motorsports said try VP Import and not 100% VP import at $19.00/ gallon, mix it with c16 at a 1:1 ratio. This will not water down your c16 octane level and will also bring the burn characterists closer to what we are looking for in our boosted cars. VP Import is an oxigenated fuel and will burn faster than c16, and they said that the benefit is tremendos to not only the attainable power levels with this mix but also the longevity of the exhaust manifold, EGT sensors, turbo, etc.

In real world use I find C16 as good as VP import. The import does burn much faster. When I run import on pump tunes the AFR is slightly richer if at all... If I do this with C16 the AFR will be 1 point at least toward the rich side. The Drawback to Import is that you need to inject much more of it since it burns faster. If C16 is tuned correctly EGT is not an issue. Most tuners do not tune C16 correctly however so your mileage might vary. I have not found significtant gains using import over C16 however. This is because the limiting factor is almost always in another area of the engine when you get to an octane level this high. Running C16 and seeing the issues of it not burning fast enough will not show up until you see incredible piston speeds and huge boost/airflow. In other words a real race engine like Titan Has. Running a Ej motor you are probably better off with C16 fuel.

Oh.. By the way. You should have had the clip done on the 6H wheel. A clip in this turbo nets more power in every area of the power band and alot more trq in the middle. This has been tested back to back. The reason is that the 7cm turbine housing is way to small and the flow is really needed. Even with the Hard to find 8cm's its borderline. The 6H is actualy on the small side.. Especialy once you get to the 55+lb compressors.


Clark