389whp ca18det with GT2871R

[TURBOKONGEN]

My friend just got his new engine mapped .They got 389whp (aprox 430-440 engine hp) at 1.6bar boost with a GT2871R .86ar turbo .This was better than we had expcted .The car is also very drivable . Comes on strong at 4000rpm and explodes at 5000rpm . He still had 360whp at 8200rpm

Engine specs .Ported cylinder head (flowtested on Superflow flowbench)Tomei 260" IN EX camsTomei valve springsTomei adj cam gearsPorted throttle bodyGT2871R ported SSSAutochrome exhaust manifold3" exhaust from turbineNismo 600cc injectorsMicrotech running MAP sensor(No MAFS)Wideband lambda JE 1mm overbore pistons with Totalseal piston ringsPauter rodsHKS intercooler

As it was running a bit high oil temp they did not try for more . But he can probably make a little more hp with new radiator and oil cooler fitted .

[boost_boy]

My friend just got his new engine mapped .They got 389whp (aprox 430-440 engine hp) at 1.6bar boost with a GT2871R .86ar turbo .This was better than we had expcted .The car is also very drivable . Comes on strong at 4000rpm and explodes at 5000rpm . He still had 360whp at 8200rpm

Engine specs .Ported cylinder head (flowtested on Superflow flowbench)Tomei 260" IN EX camsTomei valve springsTomei adj cam gearsPorted throttle bodyGT2871R ported SSSAutochrome exhaust manifold3" exhaust from turbineNismo 600cc injectorsMicrotech running MAP sensor(MAF)Wideband lambda JE 1mm overbore pistons with Totalseal piston ringsPauter rodsHKS intercooler

As it was running a bit high oil temp they did not try for more . But he can probably make a little more hp with new radiator and oil cooler fitted .

Beautiful! Just freakin' outstanding. Let me ask you a question, you're using a microtech and it uses a MAP sensor, right! What's up with the letters MAF in parenthesis. Nice components, nice power, best news of the week. Tell your friend good work..................

Dee

[c-rad]

Now that's what I'm talking about... I wish there was more success stories like this around here. Hopefully in less than a year I can post up something like this!

[fanta]

Impressive. Could you upload a sheet by any chance?

[Turbogixxer]

What octane was it tuned on?

[float_6969]

Great results, congrats!

[CA19DET]

this is exactly that i was looking for

and your friend got practically the exact mods i do... i would love to see the dyno sheet.. what were his AFR's ??

i think i'll go for the .63 A/R external gated GT2871R - i have heard that the external gate frees up a few HP and i want full boost about 4000rpm. so it should be a fair trade off..

tell your buddy fix his cooling issues and wind up the boost to 1.8bar with some race fuel and lets see what happens.. 400+whp maybe

on another note - you guys think that the 260 cams make the boost come on later...

i was thinking about swapping in a 256* intake and see if that helps out.. but i think TOMEI stopped making cams for the CA18 - hopefully they mihgt have in stock..

congrats - he's making about teh same power as 2.0 cars runnign the same turbo. time for a intake manifold
Modified by CA19DET at 12:05 PM 6/8/2005

[TURBOKONGEN]

He is running on completely standard street gas . They call it 98 leadfree over here . Ithink it is equivalent to 92-93 us rating .They could probably have made 400whp with lower temps . Oil was running over 110c , which is too high . I think AF was around 11.5 at max power .I have all the parts to build the same engine , but have not had time to put it together .If I get around to building it I will use a more aggressively ported cylinder head and 270" Tmei intake cams .I also think a 60mm JDM SR20DET throttle body might help a little .

The GT2871R with .63 ar T3 housing running external wastegate will probably help spoolup a little . Though I doubht you can get 1.5 bar(22psi) by 4000rpm .I have seen the graphs , but cant quite remeber it now , but he had veru good torque from around 4000 to over 7000 where it starts falling , but he has massive power to over 8000rpm .The car is very drivable , and runs fine from low revs with no problem .We were discussing running with the .64 ar versus the .86ar . I told him to go with the .86 if you want power . For drifting the .64 would probably be better , but it would probably give 20whp less at max .I meant to write NO MAF .

[float_6969]

I'd like to see the charts on this. I'm really intrested in the change the cams made to the power curve. I plan on running HKS cams with 256IN, 264EX. I'm hoping that will keep a stock like power curve, but just move it up in the revs. I haven't seen too many charts with CA's running the same cams IN and EX, so I'm wondering what the effects would be. If you could get us a chart, that would be awesome!

[[email protected]]

congrats, would love to see a dyno sheet

[boost_boy]

He is running on completely standard street gas . They call it 98 leadfree over here . Ithink it is equivalent to 92-93 us rating .They could probably have made 400whp with lower temps . Oil was running over 110c , which is too high . I think AF was around 11.5 at max power .I have all the parts to build the same engine , but have not had time to put it together .If I get around to building it I will use a more aggressively ported cylinder head and 270" Tmei intake cams .I also think a 60mm JDM SR20DET throttle body might help a little .

The GT2871R with .63 ar T3 housing running external wastegate will probably help spoolup a little . Though I doubht you can get 1.5 bar(22psi) by 4000rpm .I have seen the graphs , but cant quite remeber it now , but he had veru good torque from around 4000 to over 7000 where it starts falling , but he has massive power to over 8000rpm .The car is very drivable , and runs fine from low revs with no problem .We were discussing running with the .64 ar versus the .86ar . I told him to go with the .86 if you want power . For drifting the .64 would probably be better , but it would probably give 20whp less at max .I meant to write NO MAF .

You can gain power with the .63, with a .48 and of course the .86, but if you're running on the street or at the track, I'm pretty sure you'll running into lag/bog issues with the .86; especially if you have a crap manifold. If you're going to have a dyno queen, then I'll say just stick with the .86. I personally used a .48 back housing and still managed 332whp on an internally stock CA. The .48 gives my car ideal spool-up around 3400ish rpm and is at full boost by 4000rpm.

Dee

[float_6969]

I couldn't agree with you more. For a very streetable setup, I would go with a .48. I've personally got a T28, so I went with a .63 so that it would be able to move enough exhaust, but I increased the compression to help compensate for the increase in lag. If I ever jump up to the T3/T4 combo, I have every intention of using a .48 backside.

[CA19DET]

on a ca at 22psi i would guess like this

.64 T25 -> ~350whp.86 T25 -> ~380whp

.48 T3 -> ~340whp (custom turbine housing will be needed).63 T3 -> ~360whp.86 T3 -> ~400whp

but the smaller turbine housings (.64 T25 and .48 T3) i dont know if the turbine would allow you to run as high boost as say a .86 T25 or the .63 and .86 T3 housings..

also with biugger turbine housings its, less work for the turbine = less heat = more power also you shouod theoretically be able to run more boost wiht the bigger turbine housings..

great turbo, i am looking into getting one soon as my car is out the paint shop
Modified by CA19DET at 10:34 AM 6/9/2005

[TURBOKONGEN]

I think the T3 comes with .82 and not .86 .His car is very easy and drivable with the .86 housing . If everything is working good together I think it should be possible to get 370whp with the .64 , but there will be more back pressure and higher temps .Still , if you have a very decent power level from 4500-8500rpm , you are looking at a very good rpm range to work with .It would be nice if Garrett would consider making a housing in between the .64 and .86 .

[boost_boy]

I think the T3 comes with .82 and not .86 .His car is very easy and drivable with the .86 housing . If everything is working good together I think it should be possible to get 370whp with the .64 , but there will be more back pressure and higher temps .Still , if you have a very decent power level from 4500-8500rpm , you are looking at a very good rpm range to work with .It would be nice if Garrett would consider making a housing in between the .64 and .86 .

4500 is kinda high to build power for an everyday driver. What about when you don't have the boost cranked-up that high? That big back housing will give you grief on the low end. And with the addition of the cams, you have already lost some low end torque as well. Turbonetics' recommendation for a 1.8l engine is a .63 or .48 . Any housing bigger than that is pushing it for a 1.8, but different engines do different things under different conditons with different tuning schemes, so you'll never know. And most importantly, unless your head is decked with solid lifters, a micropolished crank, some seriously aggressive camshafts, some competent valve springs, some serious rods, and a super competent oil pump, as well as a reality of a tear down periodically, hanging the rpms around 8500+rpm may cost you later. But that's the nature of the beast, huh! Nonetheless, your friend's car sounds powerful, but dyno graphs would make this even better to view.

Dee

[TURBOKONGEN]

I tried his car today .There is not much torque before 4500rpm .It drives fine with no problems on low revs , but not much there .But the beast gets going by 4500 and goes like stink from 6000 and up to over 8000rpm .The turbo pulls very hard to the rev limit , bit I do not see it very useful to drive it over 8000.It would be interesting to find out how much earlier the .64 housing would spool up .

[CA19DET]

and what you got to rememerb is that a .86 A/R T3 has allot different spool charecteristics than a T25 .82 A/R, the differnece is in the size of the turbine wheels... the T3 being bigger takes more time/energy to get the turbine spinning at optimum RPM's to get the compressor blades going to make boost.. hence the lag.. but the bigger turbine makes more pwoer, its a trade off..

so the .82 A/R T25 would be similar to a .63 A/R T3 i would think, but offer the convenience of having T25 flange

i dont get full boost till 4500rpm (with T3/T4E 50T .63 stage 3) now and below that isnt much fun, BUT the car is definately drivable (becuase boost starts to build at about 2500rpm), and just like NA car actually off boost (my house is on a hill and driveway bends around a corner - no boost can be built here, and my car drives up ther easily in 2nd), my intercooler pipe blew off the other day and i had to drive home NA, actaully reving the car enough for you to feel the change in the cam when it started really working.. so Lag's not that bad, and once you shift above 6500rpm (in my case) the car stays in boost and keeps going VERY strong.

and turbonetics reccomends different turbos based on application, not spcifically on displacement.. i know turbonetics will reccomentd a differnt turbo for a 1.8 CA that wants 250hp and a 1.8 CA that wants to run 10's in the 1/4 and make 500+whp - as you said it all has to do with what you wnat out the motor.. and infact the reccomend differnet turbos based on engines too, they often suggest the laggy 60-1 for B18a integras cause they can handle the "lag" better and usually prefer the boost comming in after the cams high in the RPM, and cause of the NA high compression they run less boost on a big turbo (less work for the turbine - less backpressure - lower temps - more power) but the same turbo on say the CA may be a laggy dog that wouldnt utilise the broad ca18 rpm band cause it will spool too late..

i think the GT2871R is the perfect turbo right now for 1.6-2.2 4cylinders looking for 300-400hp

post them dyno charts son... we want to see the torque curve etc..