So at normal ambient pressure just below 2 bar boost. (Taken a inlet loss of ~6kpa)
Turbo issue
Recently my car started giving little white smoke on the startup from the right side of the exhaust only , few days later it started to increase alot . Sent it to the dealer & they said coolant is leaking inside the right side turbo & turbo needs to get changed. Has this happened to anyone here before ?
My car is 2014 with 16,000km - Akrapovic exhaust / Fabspeed Catless downpipes / Evoms tune.
My car is 2014 with 16,000km - Akrapovic exhaust / Fabspeed Catless downpipes / Evoms tune.
Attachments
-
32.3 KB Views: 1,275
41 - 50 of 50 Posts
for a single unit I am guessing correct? Seems high for this compressor wheel size.
For a single unit?
3.1 pressure ratio for a 58mm compressor wheel is nothing fancy these days. Now max pressure ratio of the compressor of 4 is possible with similar or even higher max flow.
The compressor can do 2 bar boost, but on the engine it is not running close to the compressor limit. OEM's always allow for extra altitude compensation capability and enough margin on the speed limit.
3.1 pressure ratio for a 58mm compressor wheel is nothing fancy these days. Now max pressure ratio of the compressor of 4 is possible with similar or even higher max flow.
The compressor can do 2 bar boost, but on the engine it is not running close to the compressor limit. OEM's always allow for extra altitude compensation capability and enough margin on the speed limit.
Thanks for the info. I am guessing you can build an updated turbo for this engine? If so could you do it without it costing the earth like pure turbos for example?
Thanks
Thanks
Yes can do, do you have predicted engine data? (Power, air&fuel flow, pressures & temperatures?)
Or will it be based on best assumption or power target?
If your not looking for much over 700ps than the 675LT turbos should be cheapest to use. Just replace the electric by-pass valve with your original valve. Other than that it's a straight fit.
For further increase and relatively cheap & reliable it is best to not go over the 58mm compressor size and apply an even higher flow & high pressure ratio wheel together with a slightly higher flow turbine wheel. Basically all the largest components available for TD04. This could get you possibly over 750ps or maybe 800ps.
For further increase a set of P1 based turbos with some modifications and north of 1000ps is possible. But that has a hefty price tag.
Or will it be based on best assumption or power target?
If your not looking for much over 700ps than the 675LT turbos should be cheapest to use. Just replace the electric by-pass valve with your original valve. Other than that it's a straight fit.
For further increase and relatively cheap & reliable it is best to not go over the 58mm compressor size and apply an even higher flow & high pressure ratio wheel together with a slightly higher flow turbine wheel. Basically all the largest components available for TD04. This could get you possibly over 750ps or maybe 800ps.
For further increase a set of P1 based turbos with some modifications and north of 1000ps is possible. But that has a hefty price tag.
Well ideally a solution for around 900 wheel horsepower could be good, for example, measuring up the 720s turbo compressor and turbine wheel and keeping the exhaust housing stock. I think this would be a good upgrade for all engines up to 720s.
While I think what you mentioned is a good solution, the 675LT uses twin scroll turbos so I am not sure if that would work? Whilst I am clued up on turbos, you know more here. Also 675LT turbos are not easy to come by and can imagine if they were, they wouldnt be cost effective.
Do you know what size the P1 turbos are? or the mitsu model number? What would be the largest components avail for TD04? Would this still mean machining the housing? Because the stock turbos are also T20's.. Which I believe is the larger size of the TD04 range?
For a large ish engine of 3.8L, i would have expected smaller turbos stock. especially twin, in stock form this engine runs peak 18PSI at the manifold from both turbos, so the stock turbos are really not at their maximum, hence why I asked you the peak flow per turbo until its efficiency runs out
While I think what you mentioned is a good solution, the 675LT uses twin scroll turbos so I am not sure if that would work? Whilst I am clued up on turbos, you know more here. Also 675LT turbos are not easy to come by and can imagine if they were, they wouldnt be cost effective.
Do you know what size the P1 turbos are? or the mitsu model number? What would be the largest components avail for TD04? Would this still mean machining the housing? Because the stock turbos are also T20's.. Which I believe is the larger size of the TD04 range?
For a large ish engine of 3.8L, i would have expected smaller turbos stock. especially twin, in stock form this engine runs peak 18PSI at the manifold from both turbos, so the stock turbos are really not at their maximum, hence why I asked you the peak flow per turbo until its efficiency runs out
For 900 hp, you really need TD05 based units,
Both 720 and P1 are TD05, but P1 is single scroll and 720 is twin scroll. (Twin scroll requires a specific manifold)
No 675 are single scroll, only difference with 12C is the compressor and bypass valve.
675 will not give much improvement for extra flow, cheaper is to modify the standard 12C turbos to get over 750 hp
For 12C the P1 turbos are more or less bolt on, as the P1 uses the 12C manifold. But this will be expensive.
Most bang for buck is to improve the stock 12C turbos. And see what you get out of it power wise. Should be possible for less than 4k per turbo (incl new base turbos)
P1 based upgrades with new housings will be easily 10k a turbo. (Incl base turbo)
Both 720 and P1 are TD05, but P1 is single scroll and 720 is twin scroll. (Twin scroll requires a specific manifold)
No 675 are single scroll, only difference with 12C is the compressor and bypass valve.
675 will not give much improvement for extra flow, cheaper is to modify the standard 12C turbos to get over 750 hp
For 12C the P1 turbos are more or less bolt on, as the P1 uses the 12C manifold. But this will be expensive.
Most bang for buck is to improve the stock 12C turbos. And see what you get out of it power wise. Should be possible for less than 4k per turbo (incl new base turbos)
P1 based upgrades with new housings will be easily 10k a turbo. (Incl base turbo)
Yeah i thought as much and I thought totally that the P1 uses a TD05, would make sense for the power level, surely the stock 12c cold side could be machined to accept a TD05 wheel?
This is all mainly due to the high RPM power reason, the stock turbos just cannot keep up above 6000RPM. What could you do with a stock 12c turbo then and what is the max power you could get?
Yeah twin scroll needs tubular manifolds and not cast iron, yeah getting a set of p1 spec turbos isnt going to be cheap.
This is all mainly due to the high RPM power reason, the stock turbos just cannot keep up above 6000RPM. What could you do with a stock 12c turbo then and what is the max power you could get?
Yeah twin scroll needs tubular manifolds and not cast iron, yeah getting a set of p1 spec turbos isnt going to be cheap.
No TD05 can't be fit in the TD04 as both the bearing size is different as wel as the shaft is longer,
We would put the highest flow turbine rotor in the standard housing with re-machining, but keeping the original bearing system. It should flow approx 10% more on the turbine. Also we can increase the wastegate size a bit to avoid that being the bottleneck. On the compressor we would go with the latest highest flow compressor wheel, that should flow ~20% more. And provides a max pressure ratio of ~4.
We would put the highest flow turbine rotor in the standard housing with re-machining, but keeping the original bearing system. It should flow approx 10% more on the turbine. Also we can increase the wastegate size a bit to avoid that being the bottleneck. On the compressor we would go with the latest highest flow compressor wheel, that should flow ~20% more. And provides a max pressure ratio of ~4.
I think I want your job.No TD05 can't be fit in the TD04 as both the bearing size is different as wel as the shaft is longer,
We would put the highest flow turbine rotor in the standard housing with re-machining, but keeping the original bearing system. It should flow approx 10% more on the turbine. Also we can increase the wastegate size a bit to avoid that being the bottleneck. On the compressor we would go with the latest highest flow compressor wheel, that should flow ~20% more. And provides a max pressure ratio of ~4.
41 - 50 of 50 Posts
McLaren Life
McLaren Life is the best McLaren forum to discuss reliability, problems & more for supercar models like the F1, P1, 570, 650, 12C, and 720S!
Full Forum Listing
Recommended Communities
