Lockjaw

E or B doesn't matter, they will interchange in either housing. Its just that the published flow maps for the wheels won't be accurate. A BOV should be required on a turbo Z car, but you need to vent it back in front of the turbo if it is running stock EFI or you will get an overly rich condition between shifts.

Well first thoughts would be how is he shifting, ie is he lifting his foot off the gas or speed shifting. I would also run a good synthetic trans fluid. The ZX trans should easily handle a 13 second car. One other thing to check for is no pilot bushing in the end of the crank.

That is the pressure drop across your intercooler core, and you have also added more volume to your intake piping, which is why it seems a little slower, and you lost boost.

Its not bothering, its just that "some" people know enough to be dangerous, and should study the material a little more. That book is a good resource manual, but I think Corky is a touch conservative in his approach, but hey, maybe he doesn't blow his stuff up. I think you will be happy with either of the wheels you were talking about, however, I would also remind you to consider the potential you may want to do more then you initially thought, and get a turbo that leaves you some growing room. As I said, I like my combo right now, but I have different engine management and that makes a difference too. Either way, don't get stuck buying something that you will just have to upgrade with your next modification. Good luck, and let us know what you decide.

12's is going to be a stretch on the stock turbo in my opinion. I would throw some race gas in there and bump the timing like Alex said. If you can stick the launch you should run pretty good. Maybe he will screw the launch up and then will have to try to play catch up.

No I don't have any personal experience with them, but they are in the same town as I am and I don't use them. You can draw your own conclusions. Or you can PM me and I will be more forthcoming. I like Forced Performance in Texas, or you can also use Alex Costa his handle is Zcarsmakemyheadhurt. He rebuilt a turbo for me and did a fine job. He has a turbo Z car so he can answer questions about what works well based on experience.

Man you guys are clueless. The compressor wheel has a minimal effect, if any on the spool up time of the turbo. The mass of the rotating assembly is in the turbine wheel and shaft, the compressor wheel is cast aluminum. (Read Maximum Boost it says the same thing) You have to follow some basic rules, though or you will have problems. There should not be much more then 15 percent difference between the size of the compressor wheel relative to the turbine wheel. Beyond that it is harder for a small turbine to drive a large compressor. And as for a stage V, I have one, and it spools just fine, and is a 10 blade model. It spools at about 200 rpms higher then a stage III or T3 Hi flow. In fact I don't really notice much difference at all as far as spooling goes, and it flows much better on the hight end. A 60 trim is worth about 25 hp over a 50 trim, and a 57 probably falls somewhere in between. You won't see any difference in spool up time between any of the three wheels. Plot some points on each compressor map and make the best choice based upon your combination. Again see Maximum Boost for the proper formula's. Please don't take off the cuff advice on a turbo, or buy a cheap one, you will regret it later on. Find some people who have the faster Z cars on the board, and find out what they are running and recommend, and go from there. Sorry for the rant.

The M3 plugs I use are the same heat range as an NGK, which is a 7. FWIW the guy that put me on them sold me a set of heat range 2's, which are way to hot. Needless to say, his tuning tips are not listened to anymore. I don't have to gap them, and I don't have trouble firing them with the stock coil, no matter how much boost I have run. Nice clean tan burn too.

What I hate is the freaking helicopter noise as the clutch fan locked up to do its job, and I was going thru the gears. I don't believe an electric uses that much juice to draw down an alternator like a fully engaged clutch fan. Thats just my opionion. I like the electric, and it gets the job done for me, and best of all, I don't have to listen to that dang noise. Also if you have ever had a clutch fan lock up on you then you would know it draws way more then 1 hp. And the noise, its awful.

Every time I have gone up in engine size starting at 2.4 liters, there has been a noticable difference. Something was probably off with the 3 liter or else the 2.8 was abnormally stout.

Glad you are back up Norm. Maybe you should invest in a lift.

There is also a little box with a harness off the main EFI harness above the ECU that has something to do with fuel. I had to disconnect it for the JWT set-up to work. Not sure what it does.

Man that looks played out James.

I think you meant to say there was to much of a mismatch between compressor wheel size to turbine wheel size. I have a 60 trim with a stage V and it spools up by 3000-3200 rpms, and is a nice turbo. I am glad you did the math on this one Clint, I was going to but got busy here at work. Hard to argue with black and white isn't it? HEHE

I believe trim is the inducer divided by exducer, or vice versa. It is really a ratio of the difference between the two. Generally the higher the trim, the bigger the wheel, but it can be misleading if you don't know what class of wheel you are talking about. The 50 trim is fine for what you want.

I looked up the maps, the 57 trim flows 2 pounds per minute more then the 50 trim. Where I see the 50 trim as better would be at higher pressure ratio's on smaller displacement engines. That would explain why it did not run well on an MR2, it was probably hitting the surge area. On the Z engine, that should not be as big a deal, and the map looks alot like a V trim or H3 trim T04B wheel, and those are both nice wheels for a Z motor. Not the end all be all, but nice sized motors. I am telling you, I bet there is not 20 hp difference between the 50 to 57 to 60 trim. 25 at best. DSM Motorsports says the 60 trim only supports about 25 more hp on a DSM then a 50 trim. 57 is in the middle if you ask me.

Well JeffP tested this turbo, and at 22psi of boost it had 23 psi of back pressure, with a .63 and a stage V, so the .82 is probably not needed. The 57 trim also flows enough air to make plenty of power, don't confuse efficiency with airflow. Efficiency does not have as much to do with the power production as airflow does. IMO. As long as he is over 55 to 60% efficiency, he should be ok. The cheapest way to fix his dilemma is to send the turbo out for a stage III turbine wheel upgrade. If you factor in a new wheel and remachining the compressor housing to, it is going to cost as much as just buying a new turbo.

I would also stick with the .63 housing. .82 is not going to spool like you want. Make it my .04

Your problem is related to your small turbine wheel. There should not be more then about a 15 percent difference in the size of your turbine to compressor wheels, and I am going to bet money that you are beyond that. Switching to the stage II or III turbine would help alot. My stage III with a H3 and the same housing you have spooled up and was at full boost by 2800. My stage V turbine with 60 trim T04E is full boost buy about 3200, but it starts making boost every bit as low as the stage III. The 57 trim wheel is not the best one out there, but it still moves some air, and a 50 or 60 trim are also good. There is probably not more then about 30 hp between the 3 wheels. I would replace the turbine wheel and I am certain you will find you are going to be happy. Just my .02 Good luck.

When I get rich, famous and undivorced, I am going to get one of those BB turbo's. I think they really help extend the powerband, which is nice.

Do you have the graphs in rpm scale. Be nice to see when the turbo's come up. Nice 1/4 mile numbers.

Go with the 60-1 in a hybrid with the stage V turbine wheel, that should be a sweet combo. I hope you have plans for an intercooler.

Ok lets see. Combo is a 1mm over 2.8 with forged pistons, 240 rods, and everything else in the engine is stock except for the rod bolts. I have the JWT ecu set-up with the ford cobra MAF, 420cc injectors, 4 bar fuel map, .5 volt step, JWT sport 450 turbo, and a spearco 221 intercooler with 2.5 in lines. 3 inch mandrel bent exhaust. I run a T5 with a 300ZXTT clutch set-up and have 3.90's out back right now. 60mm t/b. 60' 1.9771 1/8th 8.225@88.44 R/T 1.004 I guess you can tell that I was working on my happy meal at the tree. I just got done with my "little cam" installation. It is a crower and it specs out at .218 duration at .050 and .428 lift with 110 degree LCA. It really perked it up based upon the butt o' meter. Pulls cleanly to the limiter which is 7k. Has a slight lope to it, just enough for a Z guy to go "is that a stock cam?" Now I got to work on the BOV, and look into snatching the head for a valve job, valve stem seals and valve guides. I may have to wait on that, but the local mosquito population won't appreciate it. Anyway, may go back but we will just have to see. Hoping to get down into the 11's, and then it will be time for a stroker and some of Jeff P's one off parts. Maybe when birmingham F body rents out the dyno I will go make a pull or two, just to see what it is doing now.

The more sick power your car makes, the numerically lower you can go and still have good acceleration. FWIW, they used similar transmissions on the 300 hp NA motors too. And check the curb weight on their car. That is what I have been saying, there are more variables then just the fact that the car is turbocharged.

Went to the track tonight, steele for those of you in my area, and it sucked. It was hot and humid in the swamp, but I would not be denied. I made one pass resulting in a new best for me. 12.593@114.22 mph. Supra Driver Excuses: I was on 93 octane My bov was leaking My timing is to retarded I am thinking the cam is going to be my next area I explore, as well as some timing. I think the balancer(damper) may be going south. So I expect to see the times drop and the mph pick up.