I've been told in the past to look into them by a few friends on had an 83 turbo capri, and the other has an 87 conquest. When I looked I couldnt find much info on the compressor maps, and the ones i did find were disputed as to not they were for the correct turbo. I was going through the forums yesterday before work at like 645pm and in another thread 98redcavz24 suggested another LN-2 owner consider the hx 30 and or the hx35 from holset. Once I read that I'm not gunna lie i totally forgot about them until i read that, and started looking into them once I got home from work today @ 430am.....now I have a few questions in regards to them.
1. why is it that I can find more on aliens then I can on specs for these turbo's?
2. does anybody here have any experience with them on any of the engines found in a j body, or any at all?
3. Can anybody point me in the right direction as to find more techincal info on them?
I have found a few threads on other car fourms.
neon
http://.turbododge.com/forums/f4/f19/111931-holset-hx30-vs-te04h.html
honda tech
http://honda-tech.com/zerothread?id=1225182&page=38
and what seems to be the most useful from Club240
http://www.club240.com/forums/showthread.php?p=352325
So yea...any input would be tits.....
go with garret or a mitsu turbo
DaFlyinSkwirl (PJ) - APU wrote:go with garret or a mitsu turbo
Forget those.... Borg Warner is the new generation of turbos out there..... they make MORE power on a SMALLER turbo vs the Garrett and cost LESS as well....
If you follow NHRA Sport Front Wheel Drive or NHRA Pro FWD most all the guys have switched to Borg Warner turbos since they make more power using a smaller turbo....
If you are interested let me know, I can get you a nice deal on a turbo.
some of the dsm guys around here are running holsets... not too sure about where you'll find specs on them though...
I think the main reason why holsets are popular is that they're pretty damn big turbos that you can get for dirt cheap because they're very common on turbodiesel engines like the Dodge Cummins 5.9L. I doubt they're a very ideal compressor match to most of the gas engines they're put on, but they'll work for the most part.
Arrival Blue 04 LS Sport
Eco
Turbo
Megasquirt
'Nuff said
Quote:
Forget those.... Borg Warner is the new generation of turbos out there..... they make MORE power on a SMALLER turbo vs the Garrett and cost LESS as well....
Ill second that. My next turbo will be Borg Warner hands down. Thats what i recommend to anyone that comes into my shop looking to build a custom turbo kit.
- 97 Z24 Racecar work in progress
- 04 WRX STi
ATR Crew Member
I'd be interested in seeing some compressor maps of popular borg warners
what size do the sport compacts usually go for?
For example, S362 is the same as a GT35R..... I'll post dyno results in about 3 weeks... doing a swap for a 2.0L Sleeved GSR engine from a GT35R to a S362...
Get a garret or b-w ,Holsets are for poor people....and I can't afford them any more
anyway, I'm using an hx30, 8psi in second gear at 3000 rpm.
We put a hx35 on my friends honda d16y7 ,ported head,built bottom end, full boost 18psi in third gear at 5600 rpm.
Gotta squirt'm all.
soon to come lsj...
I have only seen holsets on the big diesels(and 5.9 cummins).
Correct, but I believe the objective of his post was to find information/specs on the oem turbodiesel BW and Holset turbos. Karo, I was looking at the new line of BW turbos a few months back, and theres really no upper hand yet. Synapse did a test of an s256 against a 30r on the same car with almost identical results. They don't come as cheap as people think either. Major selling point is the BWs are rebuildable and don't require water lines. Staying on topic, I don't think he's down for spending 800-1200 on a new line BW turbo. For your ln2, i'd probably ride with an hx30. They can be had for under $200 in good condition and will make between 3-400whp. The hx35 and hy35 have the same compressor wheel/housing but different turbines/housing. The hx's like higher boost levels though, so you probably won't be happy with 6-10psi as it really hasn't woken up at that point. I'd try to snag an hx30 or hy35. Most people just weld the internal gate flapper shut and run an external. Almost positive those two have a standard t3 flange. Heres a comp map of the hx30 compared to the 35.
Blew it up, build numbers coming soon
you can't throw a rock without hitting a garret or a mitsu
thats my argument, I'm stickin to it
common and readily available FTW
bw256 vs 30r, 23psi
the BW used a .70 a/r turbine housing. the Garrett used a .82 a/r turbine housing.
84mm gsr
i'm not going to listen to one graph just as you shouldn't. as for now, i don't see anything to go crazy over.
Blew it up, build numbers coming soon
If I recall correctly, the S256 is a smaller turbo vs the 30R.
I'll post more info about it tomorrow tho.
listening (although I'm pretty sure I'm going with Garrett or Turbonetics)
That test was extremely biased and they have yet to post (at my last check) the all important back pressure and boost pressure graphs to make it a real comparison. Right now we're working with "well it was somewhere around 38-40psi". Retards.
Read through the thread. If people weren't so busy bandwagoing they'd see what a shame it is.
Karo (Car Customs) wrote: here is the GT4294r dyno chart (100% duty cycle on boost control)
here is the S368 dyno chart (90% duty cycle on boost control)
So right off the bat the S368 is losing because it obviously takes more energy to turn the turbine (lower turbine efficiency) which translates into higher back pressure and less power. Again, the test wasn't complete because they have no come forward will all the data. Until they do I'll just continue to assume work case senario.
Karo (Car Customs) wrote:
3mm smaller turbo than the garrett.
Yea, so what? It's 3mm smaller and even in this biased test had a significantly @!#$tier powerband. Allow me to quote directly from the H-T thread:
Quote:
Looks to me as if the garrett has the overall stronger power curve out of the two.
But I guess if you want to make 28 more horsepower for just less than a 1000rpms and have it fall on its face afterward while loosing 15 ft lbs of torque then cheers!
In regard to the excuse that the BW was too busy spinning the tires to make power:
Quote:
I might be missing the point here, but I would rather have an engine that made 775whp for 1k rpm over an engine that made 810 for only 300rpm, and the Garrett made more torque and carried it for longer, I would like to see a test with no wheelspin, odd how the Garrett made 50whp 25-30ish TQ over the Borg at 6500rpm but didnt spin the tires. Good test though
Quote:
I'm kinda of confused... The 42R looks like a stronger powerband. Even with the Borg spinning the tires. It doesn't look like it was spinning bad till about 8,500 rpm. Other then that, 42 made 50 more at 6500rpm, around 80hp more at 7000rpm, 20more at 8,000 rpm, then the borg finally catches up a little after that... The Borg isn't really showing much usable Horsepower if whoever is only taking it to 10K. Also, the 42R made more Torque throughout the whole graph....
42R > S368 in my opinion.
I also find it hilarious and also sad that the picture someone posted of the two charts overlaid showing how much of a powerband advantage the 42R has was acutally DELETED from the thread. Hell, Garrett sponsors that forum, but the bandwagon is still so strong that BW is pushed by everyone.
______________________________
'96 GSX
towed more often than driven
Low Boost - 12.31 @ 115
- 349awhp/304ft.lbs
'97 Z24
daily driver: 199k and counting
thanks for the input guys
