Turbos that work on a 4BD1.

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9th December 2019, 02:24 PM
steveG

Interesting that a couple of you describe the HX30W as laggy. Obviously you haven't drive an auto D1/D2 lately!!

Prior to my HX30W I was running a T25G - basically a T25 with a larger compressor. No intercooler.
Wastegate wired shut, decent low-mid performance but definitely choking under high load or RPM. EASILY saw 750decC pre-turbo.
With the HX30W and same fuelling I haven't noticed any increase in lag, and max EGT has never gone above 650degC pre-turbo no matter how much I push it.

Anyone with a laggy HX30W running a tacho? Roughly what RPM are you seeing significant boost and when do you hit 20psi?

Steve
9th December 2019, 05:17 PM
Fubar

Quote:

Anyone with a laggy HX30W running a tacho? Roughly what RPM are you seeing significant boost and when do you hit 20psi?

Got one hooked up but need to calibrate it.

Below is an indicator of where my HX30W needs to be...at below 100 it lacks punch, at 110 I can hold almost any hill. Remember though my HX30W may not be identical to yours, there is variation within the model.

I'd like my peak torque to be a few hundred rpm lower.

https://photos.smugmug.com/4BD1T/i-H.../Capture-L.jpg
10th December 2019, 09:57 AM
steveG

Quote:

Originally Posted by Fubar

Got one hooked up but need to calibrate it.

Below is an indicator of where my HX30W needs to be...at below 100 it lacks punch, at 110 I can hold almost any hill. Remember though my HX30W may not be identical to yours, there is variation within the model.

I'd like my peak torque to be a few hundred rpm lower.

https://photos.smugmug.com/4BD1T/i-H.../Capture-L.jpg

Thanks.
Yours is the same as mine, just mine was a brand spanker as they didn't have any red devils in stock at the time. Essentially they are the middle size version of HX30W.

Steve
11th December 2019, 11:19 AM
ChrisBro

4 Attachment(s)

Quote:

Originally Posted by Bearman

Can you put up a photo of the setup so we can have a look at it.

Any good for a Perentie?

Garret A/R 80 M24 (T25G from a Nissan SR20 I think?)

Compressor A/R 80
Compressor wheel 54mm??
Turbine A/R 64

Attachment 156197 Attachment 156199 Attachment 156200 Attachment 156198
11th December 2019, 01:26 PM
rar110

If the turbo is from a SR20DET motor it should be a T28, which will work well. I used a T28 roller bearing version on my 4BD1 with the same Isuzu factory manifold.

The T28 fan housing is bigger than hot side, but difficult if that’s the case with your turbo with it being separated.
11th December 2019, 01:35 PM
ChrisBro

Could be a T25G up until 1994 after that they are T28 apparently?
Nissan SR20DET - Wikipedia

T28 looks like this, so is different from mine.
NISSAN SILVIA S15 SR20DET OEM GT28R BALL BEARING TURBO - JDMDistro - Buy JDM Parts Online Worldwide Shipping

I have no idea what it actually came out of.
11th December 2019, 05:52 PM
rar110

This is what my T28R turbo looks like.
https://uploads.tapatalk-cdn.com/201...9336d09933.jpg
12th December 2019, 10:47 AM
ChrisBro

Quote:

Originally Posted by rar110

This is what my T28R turbo looks like.
https://uploads.tapatalk-cdn.com/201...9336d09933.jpg

Still need a dump pipe for mine. Do you have specs on yours?
12th December 2019, 11:18 AM
rar110

The dump pipe was made by an exhaust shop using off the shelf flange.

It seems the hardest thing to solve is an exhaust housing and wheel that is not too restrictive, yet not too large.
I have a he221w 5.5cm on my perentie and a hx30w on my county, I find the hx30w laggy, and I think the he221w 5.5cm chokes the top end, too restrictive in the exhaust.
They are both fun to drive, if anything the he221w is "boring" because there's no lag at all.
IMO TD04HL-19T and HE221W 7cm look to be in a sweetspot, slightly bigger wheel size than the 5.5cm, but smaller than the hx30. I have seen some people running these turbos getting great results and 30psi or so...

Chart sorted by turbine wheel inducer diameter...

compressor Turbine

model A/R TRIM ind (mm) exd (mm) A/R TRIM ind (mm) exd (mm) cm^2

HE221W 56 43.5 58 81 48.46 43.5 5.5

GT2252 0.51 60 40 52 0.67 72 50 43

HE221W 56 43.3 58 77 51.7 45.3 7

TD04HL-19T 67 46 56 77 52 45.6 6

GT2554R 0.8 60 42.11 54 0.64 62 53 41.73

GT2860R 0.6 62 47 60 0.64 76 54 47

TD05H-18G-6cm 0.6 55 50.5 68 77 56 49.2 6

HX30W 34 40.2 69 63 65.5 52 6

NB: We cannot calculate the A/R because we do not know the shape of the cross-sectional area, and how far it is from the turbo centerline.

TRIM: The trim of a wheel, whether compressor or turbine, affects performance by shifting the airflow capacity. All other factors held constant, a higher trim wheel will flow more than a smaller trim wheel.

Compressor A/R: Compressor performance is comparatively insensitive to changes in A/R. Larger A/R housings are sometimes used to optimize performance of low boost applications, and smaller A/R are used for high boost applications.

Turbine A/R: Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power. Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.

source: https://www.garrettmotion.com/wp-con...o-Tech-102.pdf

Show 40 post(s) from this thread on one page

	compressor				Turbine
model	A/R	TRIM	ind (mm)	exd (mm)	A/R	TRIM	ind (mm)	exd (mm)	cm^2
HE221W		56	43.5	58		81	48.46	43.5	5.5
GT2252	0.51	60	40	52	0.67	72	50	43
HE221W		56	43.3	58		77	51.7	45.3	7
TD04HL-19T		67	46	56		77	52	45.6	6
GT2554R	0.8	60	42.11	54	0.64	62	53	41.73
GT2860R	0.6	62	47	60	0.64	76	54	47
TD05H-18G-6cm	0.6	55	50.5	68		77	56	49.2	6
HX30W		34	40.2	69		63	65.5	52	6

NB: We cannot calculate the A/R because we do not know the shape of the cross-sectional area, and how far it is from the turbo centerline.
TRIM: The trim of a wheel, whether compressor or turbine, affects performance by shifting the airflow capacity. All other factors held constant, a higher trim wheel will flow more than a smaller trim wheel.
Compressor A/R: Compressor performance is comparatively insensitive to changes in A/R. Larger A/R housings are sometimes used to optimize performance of low boost applications, and smaller A/R are used for high boost applications.
Turbine A/R: Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power. Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.