t3/t4 will it fit
#1
10-11-2009, 09:06 PM
t3/t4 will it fit
got an awesome deal on a t3/t4 50ar 63 is this to much for the fit andwill it fit with space to spare only going to use on about 5 pounds for now until i can build.
#2
10-12-2009, 01:11 AM
Honestly, i don't think so. I can barely squeeze my t25 in there with an internal wastegate and a t3/t4 is much bigger. Also that turbo is going to spool up really slowly so u will have lots of turbo lag. I'd recommend searching for a t25 with internal wastegate. They come stock on the sr20det's (180sx's in japan, 240sx equivalent here) and people sell those all the time for $100+ in good condition. I got mine with only 400 miles on it (rebuilt) for $50 shipped from texas. So yeah look around.
#3
10-12-2009, 10:40 AM
If you could extend the flange down a few inches it should fit but you would need a oddly shaped manifold for that one...I'm sure the lag would drive you crazy...You might hit full boost(if at all) by 5k. my Boosted GSR engine in my CRX builds boost around 4k with the same size turbo you noted. That is a 1.8 engine..the fit has a 1.5...much smaller....go with a larger t25 or a .42 .48 trim t3(Saab, Volvo, Daytona, etc). Look for the post about compressor maps...one of our member did a HELL of a job posting up charts. WELL worth the read!!
#5
10-15-2009, 02:28 PM
why does everyone use a t-25? coming from the dsm world a 14b or 16g would be way more efficient only pushing 5-10lbs. it isnt much bigger also.
#6
10-16-2009, 02:20 PM
I tried the 14b. It does have a slightly lower A/F so it will spool up a little slower (around 3500), but it will produce more power of course. Still the ideal turbo is the t25 because of it's small nature and the capability of spooling up very fast (2500rpm's), plus many of us aren't pushing more then 10psi anyways.
#7
10-16-2009, 05:19 PM
I wish the l15 could flow more air. I'd like a fp green but the head would not support the amount of air flowing into it. and me being auto i'm gonna stick with a 14b without the ease of choosing my shift point as easy the extra spool would help on my gas milage.
#8
10-16-2009, 05:21 PM
Join Date: Aug 2007
Location: New York LONG ISLAND
Posts: 2,873
I tried the 14b. It does have a slightly lower A/F so it will spool up a little slower (around 3500), but it will produce more power of course. Still the ideal turbo is the t25 because of it's small nature and the capability of spooling up very fast (2500rpm's), plus many of us aren't pushing more then 10psi anyways.
#9
10-20-2009, 11:00 PM
I wish the l15 could flow more air. I'd like a fp green but the head would not support the amount of air flowing into it. and me being auto i'm gonna stick with a 14b without the ease of choosing my shift point as easy the extra spool would help on my gas milage.
dsm turbo's are gay
a t25 is actually a decent fit on a 1.5L sohc. a 14b was on a 2.0L dohc and made decent power for a stock turbo. on a 1.5 it's becoming a little on the big side (the td05h turbine is a decent size) and the compressor is a single plain wheel which isn't very efficent (heat)
on a side note the dsm FP green was a comprimise. it was a garrett t04e 50 trim wheel in dsm housings. it was a good turbo that would bolt up to factory manifolds. any real dsm tuner would toss a t3 style manifold on it and run real turbo's. ie garrett, holset, ect.....
the problem the MHI turbo's had were small exhaust housings. they only came in 6cm and 7cm from the factory and aftermarket companies made larger ones but they were pricey. a 7cm housing equates out to about .48-.53a/r which becomes a choking point real fast.
not saying a 14b won't work but there are much better turbo's out there. not to mention it's almost impossible to re-clock dsm turbo's and keep the internal wastegate.
now i can get to buisness
#11
10-21-2009, 12:17 PM
dsm turbo's are gay
a t25 is actually a decent fit on a 1.5L sohc. a 14b was on a 2.0L dohc and made decent power for a stock turbo. on a 1.5 it's becoming a little on the big side (the td05h turbine is a decent size) and the compressor is a single plain wheel which isn't very efficent (heat)
on a side note the dsm FP green was a comprimise. it was a garrett t04e 50 trim wheel in dsm housings. it was a good turbo that would bolt up to factory manifolds. any real dsm tuner would toss a t3 style manifold on it and run real turbo's. ie garrett, holset, ect.....
the problem the MHI turbo's had were small exhaust housings. they only came in 6cm and 7cm from the factory and aftermarket companies made larger ones but they were pricey. a 7cm housing equates out to about .48-.53a/r which becomes a choking point real fast.
not saying a 14b won't work but there are much better turbo's out there. not to mention it's almost impossible to re-clock dsm turbo's and keep the internal wastegate.
a t25 is actually a decent fit on a 1.5L sohc. a 14b was on a 2.0L dohc and made decent power for a stock turbo. on a 1.5 it's becoming a little on the big side (the td05h turbine is a decent size) and the compressor is a single plain wheel which isn't very efficent (heat)
on a side note the dsm FP green was a comprimise. it was a garrett t04e 50 trim wheel in dsm housings. it was a good turbo that would bolt up to factory manifolds. any real dsm tuner would toss a t3 style manifold on it and run real turbo's. ie garrett, holset, ect.....
the problem the MHI turbo's had were small exhaust housings. they only came in 6cm and 7cm from the factory and aftermarket companies made larger ones but they were pricey. a 7cm housing equates out to about .48-.53a/r which becomes a choking point real fast.
not saying a 14b won't work but there are much better turbo's out there. not to mention it's almost impossible to re-clock dsm turbo's and keep the internal wastegate.
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