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  1. #26
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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    The 2554's are not going to spool as fast as they think they are either, those 64 housings are still pretty big, as far as axial turbines, its not new tech its actually very old tech. We see it in a about 50% of the industrial turbos we service, I have always wanted to see it on the automotive industry and it looks like Honeywell is making it happen, that is going to change things up quite a bit.
    Yep! Basically looks like they give up a little efficiency up top for 25% or so reduced time-to-torque. This isn't something that'll really show up on a dyno but for sure it'll show up in drivability.

    Lots going on in the turbo world right now. Great stuff.

    You want to work on an axial N54 kit? Got a ship date yet? lolz Click here to enlarge

  2. #27
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    Variable vein turbos and electric motors spinning them up to reduce lag I bet will be the next turbo innovations on production cars I bet...
    E92 Bren Tune / E90 PTF Tune / E70 Twin Turbo Diesel JBD

    Got Boost?

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  3. #28
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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    Back pressure is 3 x boost. 20 psi boost would be 60 psi back pressure. 1:1 is super efficient, 2:1 is pretty normal, 3:1 is very bad. This is all a product of very small AR turbine housings and pushing the crap out of them to hold boost at redline. The exhaust can't get out fast enough and it just backs up, imagine you are turning on the facet, if you turn it on halfway the water is draining out just as fast as its coming in 1:1, you turn it up 3/4 now the sink is filling up twice as fast as the drain can remove the water 2:1, you turn it on full blast the water is filling up 3 times as fast as it can drain and pretty soon it overflows 3:1, solution? Make the drain bigger now the water can get it as fast as its coming in, the "drain" ie turbine housing is so small the exhaust starts backing up in there, this is not good, OR don't turn the water up so high so it can drain, ie try to get every last WHP out of them pushing boost until the exhaust is backed up. Pretty basic description but you get the picture.
    W/ 3:1 BP can the wastegate be cracked a wee bit? @Terry@BMS any thoughts?
    LEMANS BLUE M-TECH E92->PROCEDE REV3::ETS 7" FMIC::RACELAND DPS::WAVETRAC DIFF::DEFIV DIFF LOCKDOWN::DEFIV OCC::DEFIV INTAKE::RB PCV

  4. #29
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    Click here to enlarge Originally Posted by uniter Click here to enlarge
    W/ 3:1 BP can the wastegate be cracked a wee bit? @Terry@BMS any thoughts?
    If the wastegate was cracked, I would think less back pressure.
    Burger Motorsports
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    It is the sole responsibility of the purchaser and installer of any BMS part to employ the correct installation techniques required to ensure the proper operation of BMS parts, and BMS disclaims any and all liability for any part failure due to improper installation or use. It is the sole responsibility of the customer to verify that the use of their vehicle and items purchased comply with federal, state and local regulations. BMS claims no legal federal, state or local certification concerning pollution controlled motor vehicles or mandated emissions requirements. BMS products labeled for use only in competition racing vehicles may only be used on competition racing vehicles operated exclusively on a closed course in conjunction with a sanctioned racing event, in accordance with all federal and state laws, and may never be operated on public roads/highways. Please click here for more information on legal requirements related to use of BMS parts.

  5. #30
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    And less boost.

  6. #31
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    Click here to enlarge Originally Posted by SCGT Click here to enlarge
    And less boost.
    @fastgti69

    Thank you both. So at higher RPMs more pre-turbo manifold pressure is necessary to maintain boost pressures. I assume this is because the engine consumes more air over it's operating range so turbos have to struggle to keep up with demands.
    LEMANS BLUE M-TECH E92->PROCEDE REV3::ETS 7" FMIC::RACELAND DPS::WAVETRAC DIFF::DEFIV DIFF LOCKDOWN::DEFIV OCC::DEFIV INTAKE::RB PCV

  7. #32
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    Click here to enlarge Originally Posted by uniter Click here to enlarge
    @fastgti69

    Thank you both. So at higher RPMs more pre-turbo manifold pressure is necessary to maintain boost pressures. I assume this is because the engine consumes more air over it's operating range so turbos have to struggle to keep up with demands.
    Not necessary it happens because the housing is so damn small and how hard we are pushing them.
    E92 Bren Tune / E90 PTF Tune / E70 Twin Turbo Diesel JBD

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  8. #33
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    Click here to enlarge Originally Posted by Torgus Click here to enlarge
    Not necessary it happens because the housing is so damn small and how hard we are pushing them.
    It can also be manifold design, runners, velocity, and the conjoining main runners, even wastegate priority will need to be addressed.
    Burger Motorsports
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    It is the sole responsibility of the purchaser and installer of any BMS part to employ the correct installation techniques required to ensure the proper operation of BMS parts, and BMS disclaims any and all liability for any part failure due to improper installation or use. It is the sole responsibility of the customer to verify that the use of their vehicle and items purchased comply with federal, state and local regulations. BMS claims no legal federal, state or local certification concerning pollution controlled motor vehicles or mandated emissions requirements. BMS products labeled for use only in competition racing vehicles may only be used on competition racing vehicles operated exclusively on a closed course in conjunction with a sanctioned racing event, in accordance with all federal and state laws, and may never be operated on public roads/highways. Please click here for more information on legal requirements related to use of BMS parts.

  9. #34
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    Click here to enlarge Originally Posted by uniter Click here to enlarge
    W/ 3:1 BP can the wastegate be cracked a wee bit? @Terry@BMS any thoughts?
    I doubt it, with these stock actuators at full vacuum I cant even barely pull them open with a pair of vise grips and my full strength. They are good units. In comparison, the "upgrade" Forge actuators at full vacuum can be easily pulled open by hand.

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    Under steady boost (not spool) the WGs will always be partially open.

    The intake / exhaust pressure ratio really makes no sense as any “general” rule… for a particular setup ok with enough testing, but it’s the psi that really matters. Think about 4cyl at 30+psi… l lot of BP maybe 2:1. The exhaust side will be fairly steady in assessing aggression comparing various setups… but the intake can change a lot, especially with engine displacement at x HP.

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