Trade it. For your turbo question. I couldn't tell you. Haha

 

Is there a reason you HAVE to use a TD05 compressor housing?

 

I can’t go single turbo on the 3000 because of price. $8250 for a single turbo kit. Plus the times of the single turbo cars just aren’t on par with the twin turbo 3000’s. The fastest single I have seen is in the lower 10’s, but don’t quote me on that since I may be slightly off. Also I doubt I would have the fastest single turbo 3000 so I’m willing to bet I would probably be in the high 10’s low 11’s, which isn’t worth over $8,000.

The reason I don’t go to the TD06 turbo is TD06 cars seam slower than most TD05 cars. PitroadM’s twin 20G is an 11.3 sec car while TD05 evo 3’s have done 10.3XX. Since TD05’s are a ‘tried and true’ turbo upgrade I think I’ll stay in the TD05 range, but I want to be at the upper end of that range.

also if I trade my vr4/buy a dsm it would become my new daily driver, and I couldn’t afford to have it sit with the hood up for an extended period of time while I build it up. So I would stay with a ‘bolt on’ turbo for simplicity.

EDIT: NO, I don’t have to stay with a TD05 compressor housing, but I defiantly need the TD05 EXHAUST housing. Whether it’s a non MHI/hybrid turbo or not I don’t care. I’m currently using a td04 MHI/subi hybrid right now and love it.

 

I am sure there is a way to switch over to a single larger turbo. Supras do it, I am sure you can as well. I would personally suggest it.

 

Please go back and reread the forum rules, pay particular attention to rule #7. Consider this the "official" warning.

 

I've seen exhaust mani's that utilize a single turbo on a 3kGT

 

A twin 20G car should def. go faster than a twin E16G car, simply because the 20G comp. wheel flows more air. If you get the TD05H 20G, which is considered a hybrid, it uses the exact same turbine wheel/housing as the E16G does, but with the larger TD06 comp housing.

Personally, I'd stick with the Evo III 16G's. Unless you gotta have cutting edge technology and got about $1800 burning a hole in your wallet, then call up Forced Performance and ask them about their HTA68 turbo. Basically an evo3 16G, with a slightly better compressor wheel. There is a guy out in WA, Lucas English (English Racing) that has gone 10.50's on one of these turbos. They def. make power.

 

I have a question. You have a 3000gt and why are you on a DSM forum? 3000gt's are not a DSM. You know there is a forum for stealths and 3000gt's right? I'm not trying to come off as an ass, but I'm just curious and I dont know why some people think 3/s's are DSM's. (Not assumuating that you dont know.)

For your question. The 20g with a tdo5 comp. is one of the biggest for that housing, but I would go with a td06 20g!

 

lol yea I know a 3000GT/stealth isn't a DSM. i figured i would ask this question here though because DSMers seam to have MUCH more knowledge of the TD05 turbos than most 3S (3000gt/stealth) owners. i am a member of 3si.org which is a 3S forum. But after getting an offer to trade my VR4 for a GSX i made up this account and logged in to check out what DSM's are capable of. i think my vr4 is a mid 11 sec car but i haven't physically taken her to the track, or gotten a professional dyno tune after the upgraded fuel/turbo setup so i cant say for sure what its running but i wanted to see how hard/much $ is required to get a dsm to run about the same time.

the car i was offered is pretty riced out though so i would actually have to pay to bring her back to a stock body, and it would hurt to see my baby (3000gt) get a body kit slapped on it like this kid wants to do.

 

He is asking about dsm specific turbos. Valid reason I'd say.

 

I do not think you will do better then twin EVO3's if you are dead set on TD05Hs, its the best turbo in that housing. I think a 20G wheel only shines when it is a full TD06. Plus, they are relatively cheap, the EIIIs are, and the difference you would have to pay to get 20G's won't give you that big a boost in performance.

However, FP makes a decent 18G that some people here have had good luck with and it isn't much more expensive. Might look into those.

 

ok so it seams that the evo3, td05 18G and td05 20G are about as good as the td05's are going to get.

ill keep comparing those three before i run out and buy a pair but thanks for the responses and suggestions.

 

I ran 11's on two 13g's and e-85 in my 3s. The reason i switched to dsm's was that 1 16g on a dsm has gone faster than 2 on a 3s. I love them they are sweet cars, but just to damn heavy.

 

deep down i know the car is just to heavy and that hp vs hp the dsm will always be faster with less hp, but admitting my 3000 will never be as fast as a dsm could be is like finding out your girlfriend is cheating, you still love her but you know you should move on.

once i get past 50 post though ill be able to start searching the classified section on this site.

edit: and congrats about an 11 sec pass on 13G's. thats a hell of a pass for those turbos. if i could find an e85 station around here i would be in heaven.

 

evo 3's are good for around 550 AWHP give or take 50.

What are you basing this on? A single E316G has made around 500whp. Given that it's a fully built setup pushed to the ragged edge, an average user makes around 350-400whp on pump and 400-450 on E85. Even if you call it 350whp, that's 700whp very conservatively with twins. If you can't make that it isn't because of the turbos. If you wanted to squeeze a little more out of the TD05H footprint there's always the HTA68.

 

I don't think 3s and DSMs compare that neatly...remember a 3000GT only has 3 liters.

 

Because there is less displacement and cylinders in one 6g72 than two 4G63s.

 

Exactly. However if the 6G72 was a 4.0L V6, I'd be a little more inclined.



On a random note, has anyone ever envisioned just how badass a V8 mitsu block would be, if it was designed around two 4G63's?

 

So you are saying that a single turbo that will flow equal amounts of air as 2 E16g's will make more power on a 6G72 that the twin 16g's? I'm not seeing the logic in that.

 

No, we are saying two 16G's on a 6G72 will not make the same horsepower, as the combined total of two 4G63's with 16G's on them. Meaning the logic of "well it makes 500 HP on a 4G63, so double that and it'll make that with the 6G72" doesn't really apply because the 6G72 is not like two 4G63 blocks.

 

Since when has a turbos power rating been based off what motor its bolted to? Air flow is air flow.

 

So with this logic, you could take a turbo that flows enough for 500 HP on a 4 cyl, and make just as much horsepower with it on a V-twin harley motor?


It does indeed matter what motor you bolt it to, airflow means nothing if you don't have the engine to push it.

 

I'm not saying you guys are wrong I'm just saying there is a more mathmatic answer out there that makes more sense than an imaginary 8G63 with twin 16g's. Some one will chime in soon with the equation.

 

A 1.5L I3 is not the same as a 2.0L I4, and even if it was I don't think the way engines fire their cylinders you could glean anything but a rough guess on how half a V-engine reacts compared to an inline engine of the same/similar number of cylinders. I don't see any other way to equate what a turbo does on one car like a DSM with a I4 to a V6 car who's engine is 50% larger.

You really just need to talk to someone who knows whats best for the 6G72TT, then to try to determine it by looking at whats good for a 4G63T.

 

All I am trying to say is displacement and number of cylinders does not have as much to do with this as others are saying. Take this for example: The BMW S65 motor out of the new M3 is a 4.0l v8 that makes approx 420hp. A Chevy LS2 is a 6.0l v8 that makes 20 LESS at 400hp. With the logic others are using if you were to turbo both of these motors the bigger 6.0l LS2 will make more power just cause it has more displacement. Unless said people have a more sensable way of explaining their side of this debate I say their logic is not sound.

 

Lulz.

You're comparing apples to oranges. A pushrod V8 such as the LS2 is a completely different design than the DOHC V8 in the M3. The only thing they share is the amount of cylinders.

The reason the M3 makes more power is that it revs much higher, and flows more air at those high RPMs.

The larger displacement LS2 makes more torque, but because it isn't designed to rev as high, makes less power.

 

Really? Am I being that unclear? If the 6G72 can move enough air to make 1000+hp, how would it not be able to take full advantage of twin evo 3 16g's?

 

A 3.0L 6G72 V6 twin-turbo does not make as much power as two 4G63s with the same size turbos.

(All other factors constant)

That's all we've been trying to say.

 

I understand what pope is trying to say. It's all about airflow or how much air you can get into the engine. If you can get x amount of air into 3 cylinders and the same amount into 4 the power output will be similar.

 

I understand what pope is trying to say. It's all about airflow or how much air you can get into the engine. If you can get x amount of air into 3 cylinders and the same amount into 4 the power output will be similar.

Of course.

However, a 16G MAXED OUT on a 4G63 will make more power than a single 3-cylinder bank of a 6G72, with the same maxed out turbo.

 

Dear baby Jesus Christ, I give up.


This discussion is pointless because dude refuses to see our point, and/or admit he was wrong in any way. I think you should follow suit cAPS, because this is pointless. All's that matters is the OP agreed with me and you(cAPS) so what's done is done.


Also, using a full out drag race 175 C.I. V2 motor is not comparing apples to oranges. It's comparing watermelons to peas. Or bringing a pebble to a nuke fight. Or any other similar saying.


Also, isn't the DSM motor right around 199 C.I. or so?

 

Dear baby Jesus Christ, I give up.


This discussion is pointless because dude refuses to see our point, and/or admit he was wrong in any way. I think you should follow suit cAPS, because this is pointless. All's that matters is the OP agreed with me and you(cAPS) so what's done is done.


Also, using a full out drag race 175 C.I. V2 motor is not comparing apples to oranges. It's comparing watermelons to peas. Or bringing a pebble to a nuke fight. Or any other similar saying.


Also, isn't the DSM motor right around 199 C.I. or so?

It's actually only 122ci.

 

Pope you got to remember there’s other things that limit a cars hp too. KNOCK is a huge factor. you can have a huge turbo but if you cant get past 15psi before you get knock, well then you can’t fully utilize the turbo.
Also with a 3.5-3.8L stoker head lift becomes a huge issue. o ringing the block helps but there’s only so much you can do.
I’m not sure what the drive train loss on an awd dsm is but for the 3s its around 20% +-3%.... that may or may not be a factor.
There just two different motors, that just so happen to both be able to run td05's.
i get that X air flow should equal Y power regardless of the motor but there’s to many variables.

 

I just see the 6G72 as a motor that is more than capable of maxing out 2 E16g's and making around 800whp, if not more, when doing it. It is a very capable motor when put in the right hands.

 

Of course it can make that power; we're just saying it's less than twice as capable as a 4G63 with identical mods.

 

Because I like to be sure of things, and not just base my knowledge off of hearsay.

 

The 6g72 is NO WAY EVER going to make 800AWHP on 16G's.
Here’s a dyno chart collection. the person who put all the info together TRIED to only use maxed out setups, but let’s be honest how many people honestly 100% max a setup out... also some setups are unique and for all we know are capable of much more. for example 'Import Power' (dark green line around 750hp) is on stock heads, cams, valves, ect. Even the fastest stealth/3000gt in the world is ~1300 AWHP and an 8 sec car, but still running a piggy back fuel system...

The highest e3 16g is 660 awhp with a slipping clutch. granted that clutch was slipping but since this guys orig dyno sheet post over 5 years ago NO ONE has made more power on that turbo, and the e3 16g is one of the most popular 'fast street/strip' turbo setup, if not the most popular setup. the second highest e316 I can remember reading about was 630 on pump with a fully built bottom end, heads, fuel, and AEM EMS dyno tuned...

This dyno chart isn’t 100% up to date but it’s the best data I have to back up my argument that e316 will never break 800. Maybe on e85 they will make 700, but def not 800.