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Old 08-28-2013, 07:26 PM   #401
JpLReX
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Quote:
Originally Posted by slowgenius View Post

Tuned with 87 octane?
Lol nice
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Old 09-02-2013, 06:53 PM   #402
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Lol nice
Anyone else have results with the 18g xtr?
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Old 09-02-2013, 08:00 PM   #403
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I have post my number last page but i think nobody see them....
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Old 09-03-2013, 02:09 AM   #404
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Originally Posted by alakazoo22 View Post
I have post my number last page but i think nobody see them....
Sweet man nice numbers
How do you like the turbo?
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Old 09-03-2013, 05:57 AM   #405
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Originally Posted by JpLReX View Post
Sweet man nice numbers
How do you like the turbo?
I run this turbo since 24 000 km and i really like it. No regret on my choice.
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Old 09-03-2013, 09:03 PM   #406
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Originally Posted by alakazoo22 View Post

I run this turbo since 24 000 km and i really like it. No regret on my choice.
I totally agree I love this turbo plus cant go wrong with blouch
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Old 09-07-2013, 10:55 AM   #407
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Originally Posted by JpLReX View Post

I totally agree I love this turbo plus cant go wrong with blouch
Anyone else with dyno results for the Blouch 18g xtr turbo? Lets keep the thread going
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Old 09-15-2013, 12:47 PM   #408
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Originally Posted by Maxwell Power View Post
turbine volume depends largely on your setup.

if you are on factory cams, I would not run a 10cm2 housing. I would run the 8cm2.

with the turbine housing you have to take into account the amount of flow it is going to see and then balance power, spool and backpressure to get the right one.

In general:
2L with factory cams: 7cm2 for faster spool, 8cm2 for more top end.
2L with large cams: 8cm2
2.5L with factory cams: 8cm2
2.5L with large aftermarket cams:10cm2

The displacement and the amount of overlap are a general base for how much turbine housing flow you need to sustain. However, if the max a turbo can produce isn't enough to outflow the 8cm2 housing, there isn't much point going to a 10cm2 housing. With that in mind, I would have to see maps for the compressor and turbine for the 18G, but I can't imagine a 10cm2 housing would ever be necessary on it. 10cm2 is a big housing and if you need that big of a housing, you should probably be on a bigger turbo in the first place.
So what about the big mismatch step where the up pipe meets the turbine housing ??? Leave the miss match ??? or ??? and what about just porting inside the turbine housing right where the waste gate opening is ??? Its always ruff n ugly and somewhat restricted there...
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Old 09-16-2013, 03:54 PM   #409
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Originally Posted by Dirtrace95 View Post

So what about the big mismatch step where the up pipe meets the turbine housing ??? Leave the miss match ??? or ??? and what about just porting inside the turbine housing right where the waste gate opening is ??? Its always ruff n ugly and somewhat restricted there...
The mismatch has nothing to do with the volume.

I would leave it alone honestly. Adding a funnel shape to the turbo housing isn't going to help as it's going to create a high pressure region at the funnel when you want the highest pressure to be at the nozzle. With the step up you'll get a separated bubble of stagnant air.

Also The flow limit of the housing isn't dictated by the inlet size.
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Old 09-16-2013, 07:46 PM   #410
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Quote:
Originally Posted by Maxwell Power View Post
The mismatch has nothing to do with the volume.

I would leave it alone honestly. Adding a funnel shape to the turbo housing isn't going to help as it's going to create a high pressure region at the funnel when you want the highest pressure to be at the nozzle. With the step up you'll get a separated bubble of stagnant air.

Also The flow limit of the housing isn't dictated by the inlet size.
So it should be ok to clean up, mild port where the waste gate opens.
very sharp machining edges and a pretty big hump in there narrowing the path
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Old 09-16-2013, 09:26 PM   #411
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as I said, the housings are designed with the restriction being the nozzles. A hump isn't going to hurt flow in a properly designed housing. Remember, the designers of these parts have way more budget than you and I. They use all sorts of modeling programs and have years upon years of experience.

Do you really think they would make a housing where a casted hump would impede flow? No. You're fooling yourself if you think they would and you're fooling yourself if you really think that porting it is going to make a difference. I have never, I'll repeat NEVER EVER seen an instance where a ported turbo made a difference. The ONLY type of porting I've ever seen do anything was a ported wastegate transition to help with boost creep.

One example would be in the Mitsu EVO head they have a bump in the port. This bump would appear to impede flow, but it actually helps quite a bit.
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Old 09-18-2013, 01:28 AM   #412
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Quote:
Originally Posted by Maxwell Power View Post
as I said, the housings are designed with the restriction being the nozzles. A hump isn't going to hurt flow in a properly designed housing. Remember, the designers of these parts have way more budget than you and I. They use all sorts of modeling programs and have years upon years of experience.

Do you really think they would make a housing where a casted hump would impede flow? No. You're fooling yourself if you think they would and you're fooling yourself if you really think that porting it is going to make a difference. I have never, I'll repeat NEVER EVER seen an instance where a ported turbo made a difference. The ONLY type of porting I've ever seen do anything was a ported wastegate transition to help with boost creep.

One example would be in the Mitsu EVO head they have a bump in the port. This bump would appear to impede flow, but it actually helps quite a bit.

Gotcha thanks
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Old 09-23-2013, 09:09 PM   #413
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nice numbers and great power band!
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Old 10-01-2013, 01:22 PM   #414
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Old 11-18-2013, 04:10 PM   #415
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18G xtr 10 cm

Mustang dyno results:

S# = 19.5 psi 323whp/338wtq (peak boost@3200 rpm-peak trq@3700rpm)
S = 17 psi 295whp/310wtq

Feels a bit more laggy than vf48 between 2000-3000 rpm (about 25 trq less at 2500 rpm according to both virtual dyno plots) in 4th gear and up. Above 3500 rpm the pull is just awesome and all the way up to redline (no drop in power like vf48).

3 first gears pull very good, so the lag is only felt a bit on the highway when at low rpm.

Sorry... Graph picture didn't come out clear enough.

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Old 11-18-2013, 04:12 PM   #416
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the lag is because you went with a 10cm on a small turbo like the 18G. The 10cm should be reserved for the DOM4 and higher.
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Old 11-18-2013, 05:14 PM   #417
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Quote:
Originally Posted by Maxwell Power View Post
the lag is because you went with a 10cm on a small turbo like the 18G. The 10cm should be reserved for the DOM4 and higher.
Best post I've seen on Nasioc concerning 10cm turbine housing on smaller turbo's (besides my own posts from quite some time ago)!
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Old 11-18-2013, 08:03 PM   #418
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Quote:
Originally Posted by Maxwell Power View Post
the lag is because you went with a 10cm on a small turbo like the 18G. The 10cm should be reserved for the DOM4 and higher.
whats the ideal hotside 8cm? im also wondering about this turbo on a 2.5l
i think ive been told this is too small like most people say but within the limits of the stock motor it could make decent power?
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Old 11-19-2013, 01:06 AM   #419
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7cm2 is too small for a 2.5L.
8 is just right for most applications
10 is for car with higher power and higher boost.

The higher the boost, the larger the housing you want. You will be forced to accept slower spool as a result.

Many people call the turbine size the volume, but it isn't really the volume. Since when was volume measured in square cm? Volume would be cubic cm. So while 7cm2 and 8cm2 are not measurements of volume, the volume does go up with the cross section of the housing.

Anyway, the point is that with the smaller housings the available nozzle area goes down. this means more back pressure for a given flow rate. So if you're not pushing a high flow rate, you'll have low velocity at the nozzle, which means slow boost response.

I use 8 for most application under 400whp. From 400-500whp, it can be a toss up. Above that 10cm2 only makes sense.

What you use is really up to you and what you want. On a DOM 4 for example, a 10cm2 housing would probably net you 30-40whp (or more) vs an 8cm2. However, on an 18G you'd probably only get 10-15whp with the 10cm2 housing while still taking a big hit on spool.
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Old 11-19-2013, 02:51 AM   #420
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Dom how big the atp stock location housings?
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Old 11-19-2013, 02:58 AM   #421
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I honestly don't know. Not a huge fan of those turbos honestly. Fitment is always so marginal and the compressor housings just don't seem to flow well enough.
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Old 11-19-2013, 07:13 AM   #422
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I think they're .73AR so close to 10cm.

My build is a perfect example of what Dom was suggesting. I used the 8cm on my Dom3.5 for the spool but probably should have gone with the 10 as I'm seeing higher back pressure up top than I would like. I'm going to change housings his winter.
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Old 11-19-2013, 12:11 PM   #423
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Quote:
Originally Posted by Maxwell Power View Post
7cm2 is too small for a 2.5L.
8 is just right for most applications
10 is for car with higher power and higher boost.

The higher the boost, the larger the housing you want. You will be forced to accept slower spool as a result.

Many people call the turbine size the volume, but it isn't really the volume. Since when was volume measured in square cm? Volume would be cubic cm. So while 7cm2 and 8cm2 are not measurements of volume, the volume does go up with the cross section of the housing.

Anyway, the point is that with the smaller housings the available nozzle area goes down. this means more back pressure for a given flow rate. So if you're not pushing a high flow rate, you'll have low velocity at the nozzle, which means slow boost response.

I use 8 for most application under 400whp. From 400-500whp, it can be a toss up. Above that 10cm2 only makes sense.

What you use is really up to you and what you want. On a DOM 4 for example, a 10cm2 housing would probably net you 30-40whp (or more) vs an 8cm2. However, on an 18G you'd probably only get 10-15whp with the 10cm2 housing while still taking a big hit on spool.
i just learned something new, rare these days with forums full of trolls and kids.
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Old 11-19-2013, 12:23 PM   #424
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Originally Posted by BroBroBroBroBro View Post
i just learned something new, rare these days with forums full of trolls and kids.
very true .
every time Maxwell post something up I read it as if i'm reading a repair manual .

he knows what he is talking about
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Old 11-19-2013, 04:32 PM   #425
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Quote:
Originally Posted by Maxwell Power View Post
7cm2 is too small for a 2.5L.
8 is just right for most applications
10 is for car with higher power and higher boost.

The higher the boost, the larger the housing you want. You will be forced to accept slower spool as a result.

Many people call the turbine size the volume, but it isn't really the volume. Since when was volume measured in square cm? Volume would be cubic cm. So while 7cm2 and 8cm2 are not measurements of volume, the volume does go up with the cross section of the housing.

Anyway, the point is that with the smaller housings the available nozzle area goes down. this means more back pressure for a given flow rate. So if you're not pushing a high flow rate, you'll have low velocity at the nozzle, which means slow boost response.

I use 8 for most application under 400whp. From 400-500whp, it can be a toss up. Above that 10cm2 only makes sense.

What you use is really up to you and what you want. On a DOM 4 for example, a 10cm2 housing would probably net you 30-40whp (or more) vs an 8cm2. However, on an 18G you'd probably only get 10-15whp with the 10cm2 housing while still taking a big hit on spool.
Thanks for your input... it's valuable and appreciated.
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