Yeah, after talking with them about my worries using the stock rubber tubing, they stated that although it's been okay up to 30psi in most cases, they offer a 5-ply now that's supposed to be good up to at least 40psi, according to them. I'm guessing that thin stuff was superseded by these 5-ply ones.

 

Yeeeuupp! Flippin Clutch Rocks! Flywheel is light at sh** as well, Great product with excellent hold.

 

wow, those are awesome numbers for not being aggressive, nor having e47...
what is that, like 3-5% lower than what a cobalt would have due to drivetrain loss in a solstice/sky?

 

Based on his torque being higher than the HP I would say it is a fairly high boost tune (spikes then tapers some) maybe conservative on the timing and A/F side but with even the BNR the hp is normally higher than the torque until you go past 26-27 psi.

 

true, i didnt think about it that way.

 

I think it was higher boost. But in all honesty you are talking about a bolt-on-turbo. Only so big you can make them. So if you are wanting to see high numbers you are going to have to have higher boost. Term I'm obviously no tuner, but would you agree? I would think on a 5858 or s259 you would be able to pull the low boost and high numbers, but they are bigger turbos

 

I helped Blitz19 tune his BNR and he used the same exact tune settings on his friends BNR and it made 407whp/391tq on 93 and 26psi and 15* timing. Blitz's car has meth and 18* so he should make about 25 whp more. As you can see the HP is higher than the torque at 26 psi even on the BNR which IMHO not as efficient as an EFR in the higher RPMs.

 

gotcha David...thanks man...

this whole time, i was thinking that torque was higher than horsepower due to no boost ramp and boost spikes which raise the torque tremendously but lower top end power.

 

I will be testing with one very soon. I will open up another build thread to see what we can hit. I'm hoping we can hit 400whp @ 21 psi on 91 octane. This is with the custom 25g set up.

Just wondering since you're a tuner, what's the highest lb/min you've seen on the BNR? As you stated in efficiency the EFR just kept higher lb/min numbers all the way to 6700rpm. It's pretty badass, the most I've seen was maybe 46-47 lbs/min with my EFR on 100 octane of course.

 

Thank-you!!!!

 

...and thank-you!!!

The WR-x turbos seem to specify this, but the ZFR is somewhat unclear.

I have been re-thinking some aspired aspects of my car over the past couple weeks.

 

45 lbs/min max in 70* IATs (same flow seen on 93 and E-47) . Seen 46 lbs/min in cooler air temps. They seem to flow similar numbers with a slight edge to the EFR especially in the higher compressor speeds.

 

I agree but I would not normally call any bolt on turbo making well over 400 wrtq but less than 400 whp on 93 "on a conservative tune" From what I normally see on 93 with a bolt on turbo it takes at least 27-28 psi spike to make over 400 wrtq. When the torque is higher than the HP either the boost is spiking then dropping off or the turbo is loosing breathing efficiency because it is past its max compressor speed.

 

Both of the wr2s on the kappas have the stock k04 housings. They are getting choked up a bit around 6500. The guys that wanna revhigher should use the type b option with the larger compressor housing

theres a few type b housings that have been sold but none have been put on cars yet to my knowledge. Kyles is the only wr3 in exsistance

the one kappa is also on a stock bottom end witvalve springs. The other one aka roadrunner has a built motor but only because it was intended for a far larger turbo and then he decided he needed somethinthat's a better suited daily.

 

Do you have the specs on the WR3?

 

Cool thing about the WR-x's is that they work well with the Kappa. The ZFR(on Kappa's) was having some clearance issues and Oldskool was working with ZZP about it but I haven't heard anything else.

 

What you looking for? I could try and help ya..

 

Weird the kappa seems to have a lot more room by the turbo compared to it being smashed up against the firewall on the Cobalts and HHRs.

 

the kappas have more room laterally but not the opposite way. the wastegate ends up being a huge issue.

what specs would you like

 

Can't really say that about all turbos. The EFR is pretty much the only exception. It's torque numbers are usually always higher than the hp numbers.

 

Both compressor and turbine wheel sizes is mostly what I want to see.

 

Well, what I believe Term is explaining is...

With small turbos (relative to engine displacement) like the K04 in our case, the car is quick because you raise boost quickly and keep it there as long as you can with it. The small turbos are great for stock and DD because of their responsiveness, torque for around town, and wide usable powerband. The disadvantage of course though is that they don't move enough air up top to keep boost high, so then you have a dyno graph where the torque pops up but then nosedives enough as RPM increases to take the HP numbers with it.

In the case of larger turbos, they usually don't spool as soon, but flow great up top, meaning better HP numbers than torque numbers.

The ZFR, on the other hand, is an odd duck because it's both larger and has lightweight enough rotational mass to where it spools early too, meaning you can spool early on while still keeping the top end flow. This translates to keeping and even expanding the broad powerband while also increasing it over its range, a win-win in terms of real world performance.

 

Excellent Explanation Stamina.

 

I WANT A ZFR REALLY BADLY.
425whp/400wtq for a bolt-on turbo in a 2900lb car should be flippin fun.

 

That will be aggressive on 93