BallBearing VS Journal Turbo
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from Garrett website. anyone else care to share their experience? AFAIK the difference in spool time is tremendous and cooling now is by way of 360 degree water and oil as compared to old BB which only did allow 90 degree cooling.
http://www.turbobygarrett.com/turbobygarrett/images/Multimedia/Leaflets3_2.jpg
http://www.turbobygarrett.com/turbobygarrett/images/Multimedia/Leaflets3_2.jpg
fren,
my opinion, bering are great with the fast spooling and without the lag but if something happen to the bering hard to get the spare part if u compare to journal. Just lov the sound of the bering keep on spooling even the engine has stop operating :)
my opinion, bering are great with the fast spooling and without the lag but if something happen to the bering hard to get the spare part if u compare to journal. Just lov the sound of the bering keep on spooling even the engine has stop operating :)
taken from APS
[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The diagram above shows the turbocharger main shaft supported by floating metal bushes. Oil is fed through the bushes and forms a cushioning layer between the turbocharger shaft and the supporting bush. The shaft relies on a constant supply of fresh, clean oil over a very wide contact area in order to maintain sufficient clearance from the bush itself. A similar approach is used to support the turbocharger main shaft from thrust loads as well.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Whilst floating metal designs have served us well in the past, the frictional forces are relatively high. This results in sluggish turbocharger response and can be somewhat fragile in nature under extreme operating conditions.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Nissan attacked this very issue some 15 years ago on the GTR Skyline by developing a turbocharger bearing system that forms the basis of the true high performance modern turbocharger.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]By utilizing robust ball bearings at either side of the turbocharger main shaft, this did away with the floating metal and thrust bushes.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]As seen in the diagram above, the turbocharger shaft is supported by two ball bearing assemblies. These again are fed with engine oil, but no longer rely on a thin film of oil over a wide area to support the turbocharger shaft.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The result is an outstanding reduction of frictional torque on the rotating turbocharger assembly in contrast to the old fashioned floating metal bushes. The improvement in turbocharger response, particularly in the lower to mid turbocharger speed range is phenomenal.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]
[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The graph above shows frictional torque versus turbocharger speed of both old fashioned designs and modern ball bearing turbochargers. Clearly evident are the improvements with ball bearing turbochargers - especially at the low speed range of under 60,000 RPM where friction losses are reduced by 40% to 50%. This translates directly into a quantum leap in turbocharger response.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]To show this in another way, the above chart demonstrates the mechanical efficiency advantage of the dual ball bearing design compared to journal (floating metal) and hybrid ball bearing turbochargers. The improved mechanical efficiency of the dual ball bearing design results in exceptionally crisp and strong throttle response over that of lesser turbocharger designs. This produces an improved response that can be converted to quicker 0-60 mph times.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Reduced Oil Flow[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The dual ball bearing design reduces the required amount of oil to provide excellent lubrication. This lower volume reduces the lubrication load upon the entire engine lubrication system and allows more oil flow to vital engine components - resulting in improved engine durability.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The oil flow through the turbocharger is contolled precisely through an innovative oil flow control module that also acts as a highly effective debris separator in order to keep potentially harmful foreign particles from entering the turbocharger bearing assembly.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Improved Rotordynamics and Durability[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The ball bearing cartridge delivers exceptional damping and control over shaft motion, allowing enhanced reliability for both everyday and extreme driving conditions. In addition, the opposed angular contact bearing cartridge eliminates the need for the thrust bearing, commonly a weak link in the turbo bearing system.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]And best of all for those who wish to push the limits, ball bearing design turbochargers provide significantly higher robustness by better supporting the rotating turbocharger assembly, as well as better spreading thrust loads over old fashioned methods.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Water Cooling[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Whilst turbochargers began to be applied to passenger cars in the late 1970's in response to the energy crisis, the first generation passenger car turbochargers were derived directly from commercial diesel engines. Engine oil was used to provide both lubrication and cooling and whilst this was an effective compromise between cost, durability and performance, in high engine performance applications durability suffered through fouling of the turbocharger bearings through high turbine and bearing temperatures.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]By encasing the turbocharger bearings in intricate water passages, engine coolant is used to significantly reduce turbocharger bearing temperatures in order to eliminate the coking and lacquering issues that fouled old fashioned turbocharger bearings. Non water cooled turbochargers have no place in a high performance gasoline engine application and should be avoided at all costs.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS SR30 Turbocharger - P/N 990-060-300[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The APS SR30 turbocharger is an ideal turbocharger for the person who is chasing impeccable driveability as well as significantly improved power and torque - with the capacity to produce up to 340 hp. The SR30 also offers a very broad range of operation at high efficiency values. [/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The SR40 turbocharger is a specialist performance turbocharger with performance characteristics to suit modified WRX engines of 2.0 - 2.2 L capacity. The SR40 turbocharger has the capacity to supply air to produce 440 hp with good turbocharger response characteristics.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The SR55 is the choice for the performance enthusiast who wants the ultimate in engine power whilst maintaining stock turbocharger orientation. Ideally suited to heavily a modified Subaru engine of 2.2 - 2.5 L capacity. With flow capacity to produce 500 hp at 14.5 psi and 550 hp at 22 psi, this turbocharger is for the serious street/strip racer.[/FONT]
[SIZE=+1][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]News Flash! - [/FONT][/SIZE][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=+1]SR55 goes 11.5 sec @ over 122 mph![/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS SR55 Turbocharger[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS Front Mount Intercooler[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS 3.5" Race Exhaust[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS Dual Vent BOV[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS High Flow Cold Air Intake[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]101 Octane Unleaded Fuel[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]No other engine modifications such as NOS etc.[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Click here for video action of MZM's previous 11.6 sec @ 121 mph run.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Why Twin Ball Bearing?[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Demands for improving acceleration response and for the reduction of so-called turbo lag are popular amongst performance enthusiasts who wish to take advantage of the enormous gains in power and torque delivered by turbochargers. In addition, bullet-proof reliability is required particularly at high turbocharger boost pressure levels as well as at extreme exhaust gas temperatures commonly found in high performance turbocharged engines.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]In order to achieve crisp turbocharger response, a number of advances in turbocharger design have been utilized over the past decade. Primarily through the use of modern metals/ceramics in order to reduce the mass of the rotating assembly. However, significant gains have been made by reducing the friction of the rotating assembly - and this has meant a departure from traditional turbocharger designs.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Traditional turbocharger design employs a conventional plain bearing that runs on a film of oil. This is known as a floating metal bush.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Demands for improving acceleration response and for the reduction of so-called turbo lag are popular amongst performance enthusiasts who wish to take advantage of the enormous gains in power and torque delivered by turbochargers. In addition, bullet-proof reliability is required particularly at high turbocharger boost pressure levels as well as at extreme exhaust gas temperatures commonly found in high performance turbocharged engines.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]In order to achieve crisp turbocharger response, a number of advances in turbocharger design have been utilized over the past decade. Primarily through the use of modern metals/ceramics in order to reduce the mass of the rotating assembly. However, significant gains have been made by reducing the friction of the rotating assembly - and this has meant a departure from traditional turbocharger designs.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Traditional turbocharger design employs a conventional plain bearing that runs on a film of oil. This is known as a floating metal bush.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The diagram above shows the turbocharger main shaft supported by floating metal bushes. Oil is fed through the bushes and forms a cushioning layer between the turbocharger shaft and the supporting bush. The shaft relies on a constant supply of fresh, clean oil over a very wide contact area in order to maintain sufficient clearance from the bush itself. A similar approach is used to support the turbocharger main shaft from thrust loads as well.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Whilst floating metal designs have served us well in the past, the frictional forces are relatively high. This results in sluggish turbocharger response and can be somewhat fragile in nature under extreme operating conditions.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Nissan attacked this very issue some 15 years ago on the GTR Skyline by developing a turbocharger bearing system that forms the basis of the true high performance modern turbocharger.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]By utilizing robust ball bearings at either side of the turbocharger main shaft, this did away with the floating metal and thrust bushes.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]As seen in the diagram above, the turbocharger shaft is supported by two ball bearing assemblies. These again are fed with engine oil, but no longer rely on a thin film of oil over a wide area to support the turbocharger shaft.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The result is an outstanding reduction of frictional torque on the rotating turbocharger assembly in contrast to the old fashioned floating metal bushes. The improvement in turbocharger response, particularly in the lower to mid turbocharger speed range is phenomenal.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The graph above shows frictional torque versus turbocharger speed of both old fashioned designs and modern ball bearing turbochargers. Clearly evident are the improvements with ball bearing turbochargers - especially at the low speed range of under 60,000 RPM where friction losses are reduced by 40% to 50%. This translates directly into a quantum leap in turbocharger response.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]To show this in another way, the above chart demonstrates the mechanical efficiency advantage of the dual ball bearing design compared to journal (floating metal) and hybrid ball bearing turbochargers. The improved mechanical efficiency of the dual ball bearing design results in exceptionally crisp and strong throttle response over that of lesser turbocharger designs. This produces an improved response that can be converted to quicker 0-60 mph times.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Reduced Oil Flow[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The oil flow through the turbocharger is contolled precisely through an innovative oil flow control module that also acts as a highly effective debris separator in order to keep potentially harmful foreign particles from entering the turbocharger bearing assembly.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Improved Rotordynamics and Durability[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The ball bearing cartridge delivers exceptional damping and control over shaft motion, allowing enhanced reliability for both everyday and extreme driving conditions. In addition, the opposed angular contact bearing cartridge eliminates the need for the thrust bearing, commonly a weak link in the turbo bearing system.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]And best of all for those who wish to push the limits, ball bearing design turbochargers provide significantly higher robustness by better supporting the rotating turbocharger assembly, as well as better spreading thrust loads over old fashioned methods.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Water Cooling[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Whilst turbochargers began to be applied to passenger cars in the late 1970's in response to the energy crisis, the first generation passenger car turbochargers were derived directly from commercial diesel engines. Engine oil was used to provide both lubrication and cooling and whilst this was an effective compromise between cost, durability and performance, in high engine performance applications durability suffered through fouling of the turbocharger bearings through high turbine and bearing temperatures.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]By encasing the turbocharger bearings in intricate water passages, engine coolant is used to significantly reduce turbocharger bearing temperatures in order to eliminate the coking and lacquering issues that fouled old fashioned turbocharger bearings. Non water cooled turbochargers have no place in a high performance gasoline engine application and should be avoided at all costs.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The graph above shows the turbocharger bearing temperature leading up to engine shutdown and for 20 minutes following shutdown. The temperature is displayed relative to the coking threshold of high quality mineral based oil.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]As is clearly evident, the old fashioned non water cooled turbocharger operates above the coking threshold when under high load and experiences a very high temperature increase through heat soak immediately after engine shutdown. The APS water cooled turbocharger on the other hand remains cooler than the coking threshold at all times and the bearing temperature increase through heat soak immediately after shutdown is reduced drastically.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]By specifying the latest in turbocharger designs that incorporate both water cooling and true twin ball bearing designs, the APS turbochargers deliver bullet-proof reliability and durability along with exceptional power levels and unprecedented no-lag turbocharger response.[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]As is clearly evident, the old fashioned non water cooled turbocharger operates above the coking threshold when under high load and experiences a very high temperature increase through heat soak immediately after engine shutdown. The APS water cooled turbocharger on the other hand remains cooler than the coking threshold at all times and the bearing temperature increase through heat soak immediately after shutdown is reduced drastically.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS SR30 Turbocharger - P/N 990-060-300[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Compressor[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Turbine[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]A/R[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Turbine[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.60[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.70[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Inducer[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.70[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]48.0[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]54.0[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Exducer[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]54.0[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]60.0[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]42.0[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS SR40 Turbocharger - P/N 990-060-425[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]42.0[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]The SR40 turbocharger is a specialist performance turbocharger with performance characteristics to suit modified WRX engines of 2.0 - 2.2 L capacity. The SR40 turbocharger has the capacity to supply air to produce 440 hp with good turbocharger response characteristics.[/FONT] [FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Compressor[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Turbine[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]A/R[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Turbine[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.60[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.82[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Inducer[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.82[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]53.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]54.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Exducer[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]54.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]76.2 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]47.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Click here for raw compressor map[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS SR55 Turbocharger - P/N 990-060-625[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]47.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Click here for raw compressor map[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Compressor[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Turbine[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]A/R[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Turbine[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.60[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.82[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Inducer[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]0.82[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]57.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]60.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Exducer[/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]60.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]76.2 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]55.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Click here for raw compressor map[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]55.0 mm[/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Click here for raw compressor map[/SIZE][/FONT]
[SIZE=+1][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]News Flash! - [/FONT][/SIZE][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=+1]SR55 goes 11.5 sec @ over 122 mph![/SIZE][/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]FULL WEIGHT
STREET TYRES[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]MZM's Full Weight Subaru WRX with '03 JDM STI Version 8 Type C Transplant peeled off consistent mid 11's in San Antonio in an internally stock 2.0L fitted with the following components:[/FONT]STREET TYRES[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS SR55 Turbocharger[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS Front Mount Intercooler[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS 3.5" Race Exhaust[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS Dual Vent BOV[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]APS High Flow Cold Air Intake[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]101 Octane Unleaded Fuel[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]No other engine modifications such as NOS etc.[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]Click here for video action of MZM's previous 11.6 sec @ 121 mph run.[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]
[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Click here for exploded views of the range of APS turbochargers. [/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]
[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]For Technical Information - Click here[/FONT]
[/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular][SIZE=-1]Click here for exploded views of the range of APS turbochargers. [/SIZE][/FONT][FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]
[/FONT]
[FONT=Arial,Helvetica,Geneva,Swiss,SunSans-Regular]For Technical Information - Click here[/FONT]
phat7 : aiyaaa boss , just cut and paste oni :) bt errr i dowan beer , i want gt2871 can ah hehehhehehe
bro , do u know how much a GT2871 cost ? or any other gt28 :)
wohhh....i just bought my GT3582R for RM4k plus only....
brand new...
i think GT28 price should be low than GT35..
cheers ....
brand new...
i think GT28 price should be low than GT35..
cheers ....
Dear People
RWC turbochargers here.
Ball bearing turbos have a small spool up time advantage over journal bearings, however it would take a competition racing driver to notice.
My business is reconditioning turbocharger so here are my 0pinion/findings-
IHI ball bearing turbos are the best designed but replacement bearing packs are hard to get.
Nissan/Garrett ball bearing T3's- there are a few types/variations and all are very fragile and impossible to get parts for, so I always re-engineer with a journal bearing T3 CHRA/core with 360 degree thrust kit and junk the ceramic turbine wheel and plastic compressor wheel.
Garrett GT28 ball bearing types are also fragile and will fail with using higher boost pressures.
Parts are obtainable albeit expensive- not worth it in my opinion unless customer insists. Once again i re-engineer with Garrett TB25 long type journal bearing CHRA and 360 kit.
Ball bearing turbos are trickier to disassemble/rebuild and are trickier to balance all adding to cost of repair.
All of the above BB turbos have design features that add to the rotating mass of the spinning components reducing any slight advantage these may have i spool up times.
Fully floating journal bearing type turbochargers with suitably upgraded thrust kits and water cooled bearing housings are superior in every respect in my opinion.
I can even give a warranty in performance tuned applications if package is correctly installed.
Semi floating journal bearing type turbocharger- BW KKK K03/4 and Garrett GT 15-25 family are also fragile -designs restricted by accountants in my opinion.
Cheers
Rick
RWC turbochargers here.
Ball bearing turbos have a small spool up time advantage over journal bearings, however it would take a competition racing driver to notice.
My business is reconditioning turbocharger so here are my 0pinion/findings-
IHI ball bearing turbos are the best designed but replacement bearing packs are hard to get.
Nissan/Garrett ball bearing T3's- there are a few types/variations and all are very fragile and impossible to get parts for, so I always re-engineer with a journal bearing T3 CHRA/core with 360 degree thrust kit and junk the ceramic turbine wheel and plastic compressor wheel.
Garrett GT28 ball bearing types are also fragile and will fail with using higher boost pressures.
Parts are obtainable albeit expensive- not worth it in my opinion unless customer insists. Once again i re-engineer with Garrett TB25 long type journal bearing CHRA and 360 kit.
Ball bearing turbos are trickier to disassemble/rebuild and are trickier to balance all adding to cost of repair.
All of the above BB turbos have design features that add to the rotating mass of the spinning components reducing any slight advantage these may have i spool up times.
Fully floating journal bearing type turbochargers with suitably upgraded thrust kits and water cooled bearing housings are superior in every respect in my opinion.
I can even give a warranty in performance tuned applications if package is correctly installed.
Semi floating journal bearing type turbocharger- BW KKK K03/4 and Garrett GT 15-25 family are also fragile -designs restricted by accountants in my opinion.
Cheers
Rick
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