Is 1.0bar the same on K16 vs. K24?
#17
05-24-2007, 10:31 AM
Originally Posted by Dempsey Shelby
There are two aspects to consider when dealing with boost response: engine factors and driver factors. As far as engine factors go, there are many things which affect turbo lag... although most are directly related to the design of the turbo itself. Turbos can be designed to minimize lag but this usually comes at the expense of top-end flow. In other words, you can barter for instant boost response by giving up gobs of horsepower in the upper third of your RPM range. (Behold the catch-22 in designing one turbo for all uses.)
Originally Posted by turbosbygarrett
Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.
When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic.
When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic.
Originally Posted by turbosbygarrett
Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high backpressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power.
Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.
Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.
#19
05-26-2007, 10:28 AM
Originally Posted by KPG
A K16 at 1.5 Bar and Markski at 1.5 bar is the same pressure... the volumes(CFM's)of air at those pressures are night and day....
#20
05-26-2007, 10:30 AM
Originally Posted by Onetime
Todd,
How do the hybrids (16/24, 24/18) fit into this equation?
How do the hybrids (16/24, 24/18) fit into this equation?
#21
05-26-2007, 10:36 AM
Originally Posted by Indykid
I didn't think you could squeze 1.5 bar out of k16's.
#23
05-26-2007, 01:46 PM
Originally Posted by Onetime
So the 16/24s are the best of both worlds? Quick spool up like K16s with K24 power up top? I'm so confused.
#25
05-26-2007, 02:36 PM
Originally Posted by Indykid
I went with the k16/24 because I enjoy the road course, drag strip, and auto-x. I felt that they where the perfect fit for my needs.
Indy
Indy
If you can spend more money and are looking for more power, the best combination for practically no lag seems to be a twin GT28RS setup, just as Suman (highhats) had on his car (he's now upgrading). I've seen this car perform in kill mode and just normal driving, I have to say I'm very impressed with its responsiveness.
#26
05-26-2007, 06:28 PM
Originally Posted by Onetime
Todd,
How do the hybrids (16/24, 24/18) fit into this equation?
How do the hybrids (16/24, 24/18) fit into this equation?
However, a hybrid K16/24 will not flow as much power as a full-blown K24 because the turbine housing becomes too restrictive and introduces too much back pressure. The K16/24 hybrids may flow around 550HP max, even though the collective compressor flow should net you 600HP. Full-blown K24's will flow 600HP, due to the larger turbine housings, but they will also introduce more lag because of the higher exhaust energy required to spin them up. You probably can get K16/24's to flow 600HP, but it will take more boost to get there, compared to K24's.
For performance street, you can't really go passed the K16/24's or other hybrids based on the K16's (e.g: 16G's or Garrett Super 60 compressors etc).
#29
05-27-2007, 01:11 AM
The 18G compressor can flow 40lb/min, so in a twin configuration, you're looking at ~800HP (crank) capability... not too shabby eh? 
I think you're looking at ~$1200 for the hybrid conversion on your K24 cores. At least that's what I was quoted for a 16G conversion on a pair of core K16's. They CNC the stock compressor cover out for the larger compressor wheel and balance all the rotating components etc.
I'm planning to have them do a 16G (or Super 60) hybrid conversion done on a pair of K16's for my 3.3L
I think you're looking at ~$1200 for the hybrid conversion on your K24 cores. At least that's what I was quoted for a 16G conversion on a pair of core K16's. They CNC the stock compressor cover out for the larger compressor wheel and balance all the rotating components etc.
I'm planning to have them do a 16G (or Super 60) hybrid conversion done on a pair of K16's for my 3.3L
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