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  • 3.4 turbo specs

    hey everyone,


    I got a 95 3.4 that i'm lookin to make a custom turbo set up for. I've been researching this for quite some time and i think i've nearly settled on a T61 or a 60-1 turbo. im thinkin i want the exhaust a/r ~ .70 and an intake a/r ~ .70 as well. how does this sound? what about wheel trims? should i be looking for certain flow rates?

    I'm doing a complete buildup of the engine involving low compression forged pistons, full comp valve train, p&ped heads and intake. might even delve into the realm of megasquirters since there's no tuning options for my car (besides fastchips but itll cost bout the same for the stand alone).

    In any case, I'm basicaly lookin at making all this stuff myself. Custom forward swept headers, custom piping, that sorta stuff. I want to spool around 3000-3500 at the absolute highest. I'd also like to see ~ 350+ rwhp. Any words of advice on the turbo choices, wheel trims, a/r's? thanks for the help...

  • #2
    RE: 3.4 turbo specs

    What valve train are you going too use? I notice P&P, but are you going stock cam? aftermarket? flat tappet? roller?

    For example, I currently have heads that flow 229 intake@.5" and 200 exhuast@.5" with a 254/245 .62/.60 roller mechanical cam. MY T4 .68 A/R turbine P Trim with a 60-1 compressor reaches 10+ psi by 2800-3000 rpm. If your top end can flow as well as mine does, you should be fine with a similar turbo. Technically a hybrid T3/T4 will work for your application also (with that HP in mind).

    The size of the turbo will also be affected by the tranny type (auto/manual), the max HP RPM, etc. A little more info would definately help.
    Curtis
    91\' Turbo Z24
    http://www.turboz24.com

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    • #3
      lets see.. for the valvetrain, i have comp magnum 1.6 rockers and the pushrods that come with them, i have a K16-233-4 comp cams cam package that came with new lifters (hydraulic flat tappet), retainers, locks and dual valve springs. The cam specs are:
      duration @ .050: 212/212 intake/exhaust
      duration advertised: 260/260 intake/exhaust
      lift w/ 1.5 rockers: 440/440 intake exhaust
      LSA: 110

      i'm currently looking at this turbo:

      i'd be getting it with the .63 a/r

      I have a manual in my camaro. I might be going with a higher gear in the rear once i finish all this. Probably like a 3.73 or so with an LSD. I'm planning on spinnin the engine to about 6000 rpms, maybe a few hundred more if i can get around the rev limiter.

      as for the port and polish, ill mostly be gasket matching the heads to the manifolds, polishing everything up good, knocking down the "air vane" in the intakes if not taking it out all together, polishing the chambers, shaving down the valve guides, probably a 3 angle valve job but i might spring for a 5 angle. I'll also be porting the intake manifold to flow better and upgrading to bigger injectors (thinking about 24 lb'ers) The bottom end will be getting low compression forged ross pistons (8.5 : 1 i believe off hand), polished rods, maybe cryo treated crank and main caps. Oh, i was also plannin on making my own custom forward swept headers if i can find a kit that has appropriate sized piping. already found the flanges.

      any other information that you would need to help me i'll be glad to let ya in on. thanks for the advice.

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      • #4
        I sure hope your shooting for more than 24lbs injectors. thats like putting a 500cfm carb on a 502ci. Try 35lbs or bigger.
        88 Beretta GTU turbo . 90 Black ASC/McLaren TGP, awaiting 4t80. 2003 Grand AM se 3400/4t45 daily grind.

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        • #5
          you think? from what id been reading, people runnin a similar setup were only runnin 24's.. i was lookin at 30's as possibility..
          but yeah, what about the trims? im thinkin now somehting like a .63 a/r hot side and a .7-.8 cold...

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          • #6
            Don't buy into the hype of low compression.......

            There are many daily drivers that run in the high 9:1 to low 10:1 SCR and run a good amount of boost, with no problems. Race oriented cars run higher SCR.

            Also "boost" is just a measurment of restriction, the sooner you realize that, the sooner you'll be able to go faster than the next guy, with "lower boost"...

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            • #7
              I thought i read on some other post that removing the vane actually decreased the airflow. Just addin that.

              Kyle
              1992 Lumina Z34
              5 Speed
              Autozone civic intake
              Ultra White lights
              FFP Dogbone mount
              125k miles
              2.5 inch Magnaflow catback from Magnaflow cat
              60degreeV6.com Custom Chip

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              • #8
                yueah. that vane is supposed to take away a "dead spot" inthe intake runners on the floor. however, its main purpose it sot help the fuel atomize due to the shitty injector spray patterns of the stock in jectors. i shall be upgrading the injectors and i shall be boosting, so i doubt that vane will do anything but restrict airflow...

                as far as higher compression.. i already run 93 at all times.. id run the same if necessary.. but without tuning, im kinda stuck.. dont wanna detonate this engine apart. lookin at megasquirters as an alterative but i dont kow how to tune stuff yet.. we'll see.. id rather error on the side of safety with the C/R...

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                • #9
                  THose 24lbs injectors are falling short at 283 hp at a BSFC of .55 and a Injector Duty Cycle of 90% for all six injectors together. This assumes those 24lbs injectors are flowed at 45psi and the fuel system has 65psi of fuel pressure due to about 10psi of manifold pressure. OUR FUEL Pressure regulators do increase fuel pressure according to boost.

                  Those 30lbs injectors are at 354hp at same conditions.
                  35lbs injectors are at 413hp.

                  Also pintle style injectors are best run at 80% duty cycle as where our Multec injectors can run to 90-92%. There are some peak and hold injectors...but you would have to talk with someone else about those.
                  88 Beretta GTU turbo . 90 Black ASC/McLaren TGP, awaiting 4t80. 2003 Grand AM se 3400/4t45 daily grind.

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                  • #10
                    yeah.. i think i'll be stepping up to 30 lb injectors. possibly something like 32 or 34 if i can find them. i think 36's might be a bit big for what my final results are gonna be. hell, id love to put out 400hp, but i dunno if thats gonna be possible. I appreciate your input on this matter.
                    also, anyone have any help with the turbo trims? thats really my big worry right now. when picking a turbo, what should i worry about most? the a/r, housing, wheel trim? any of them more important than the other?
                    thanks for the advice.

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                    • #11
                      That turbo you listed sounds good..(http://www.sthperformance.com/store/product.php?p=98 )..but with the .82 turbine housing. Ford 2.3s use the .63 housings and Saabs use the .48. That .82 housing can be found on Old grand natinals..so I would think that would be Ideal since you want more topend power. You should reach your desired boost at 2800rpm. My 2.3 with the .63 housing is reaching full boost at about the same rpm or 3Krpm.
                      But if you really want to know..plot your "ideal" engine VE on a turbo map.
                      88 Beretta GTU turbo . 90 Black ASC/McLaren TGP, awaiting 4t80. 2003 Grand AM se 3400/4t45 daily grind.

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                      • #12
                        i would like to do some math behind this and figure out those VE tables, but i have been having trouble finding the correct equations. I'm pretty sure they are in Maximum Boost by corky bell, but i've only skimmed through it at borders. I was thinking of picking it up but havent as of yet. Any one know where i can get those equations besides in the book? thanks for all the help guys.

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                        • #13
                          I'm actually suprised someone hasn't said to go out and buy the book and read it. That's usually the first thing that comes up in threads like these....
                          -Brad-
                          89 Mustang : Future 60V6 Power
                          sigpic
                          Follow the build -> http://www.3x00swap.com/index.php?page=mustang-blog

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                          • #14
                            i wouldnt even consider using a standard T3 turbo. they will not EFFECIANTLY flow enough air for a 3.4 DOHC.

                            and a t4 .83 flows a LOT differently than a t3 .83 housing.


                            i wouldnt use anything less than a t3/t4 hybrid (t3 exhaust housing, t4 intake housing)

                            i wouldnt waste my money on a t3 turbo honestly and if i WERE to buy one, it would be a Super 60 turbo. which is one of the "larger" t3 turbo's.

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                            • #15
                              Originally posted by germ
                              i wouldnt even consider using a standard T3 turbo. they will not EFFECIANTLY flow enough air for a 3.4 DOHC.
                              When did a DOHC come into this discussion?!?
                              -Brad-
                              89 Mustang : Future 60V6 Power
                              sigpic
                              Follow the build -> http://www.3x00swap.com/index.php?page=mustang-blog

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