you may think it works great. your motor would be more productive had you chosen any of the higher T04E trims. clipped wheels may flow more air, but at the cost of turbine efficiency as well.

since you wont trade it for anything, let me ask the question....have you HAD anything else besides the 60-1?

truth is, its not ideal for a B series block. unless you are running 15psi and turning 10,000+rpm

 

yes.......why u say not to boost the c5? that 10:6:1 aint that freaking bad.

im running 6psi of boost from 4000RPM on thru until close to redline, then i starts to die down to around 5psi when i get to around 8000RPM, i think its because im running a lil rich towards the top. but anyways.....i will be running an 8-9psi pulley here shortly on the stock compression.

its all about the TUNING.........

 

no I have not owner any other turbo. I did my research, picked this.. never looked back. Im not just the average Joe who thinks wow a turbo... I know my fair share, and the way it looks so do u. I do not necessarily agree with u about the whole smaller turbo idea on a B series. Small turbos are for volkswagens and single cams. .50 trims are to small for a B series. It might work out ok on a stock B16 or something. But once u start adding the fuel and buildng ur motor they get maxed out real quick.

U say a 60-1 is for a v8, but why do so many Hondas use them and why are they making huge numbers with this "shitty" turbo?

Also u say who wants it for high boost 15 psi.... but pretty much a stock motor can handle at least 13 psi with the fuel. I say fuck it, boost high if u have the right fuel and know what u are doing ur shit will last forever.

 

50 trim is NOT to small for a B series. lets do a little math here

airflow = displacement x rpm / 1728 x 2
for a type r
108cu in. x 8,000rpm / 1728 x 2 = 250cfm

thats 250cfm @ redline @100% VE or volumetric efficiency. no stock cammed motor runs 100% but the C5 is great so we'll assume 95%

237cfm base under normally aspirated conditions
convert to lb/min
237 x .069 = 16.38 lb/min

now to add on the boost. what boost shall we run today? lets say 10psi. we need to find the pressure ratio
10+ 14.7 / 14.7 = 1.68 or 1.7

so to find out airflow at redline under 10psi of boost

16.38 x 1.7 = 27.5 lb/min i'll round up to 28

28lb/min @10psi @redline

but this is only redline. we need to find out the turbo thats gonna have the best efficiency across the board not just at redline. whats a type r hit full boost at now adays on a street setup......4,500 ; 5,000

lets give the benifit and say 4500

16.5 lb/min @4,500rpm @10psi


now we have to plot the points on the compressor map to find out which one is best.

heres some maps to plot points with. what you will be doing is finding the pressure ratio of 1.7 on the left and the airflow on the bottom.

so everyone is looking for pressure ratio 1.7 on the left and plotting dots for 16.5lb/min and 28 lb/min and then connecting those dots.

this is the 50 trim t04e. its a wonder full compressor for a small motor at moderate boost levels. people doubt this compressor i have no idea why. max efficiency is 78 % and look at where you plot your points. it dives right through that island making the most of the highest percentages. the lowest efficiency it drops to is 74%

(edit look at next post)http://www.majesticturbo.com/30375.html


now for the 60-1. you plot those same points on this graph and you find yourself almost surging this compressor. you also find that you DONT EVEN REACH THE MAX efficiency island of 78% you dig through all the low ones starting at 65% and ending at a MAX of 74%

(edit look at post after that http://www.majesticturbo.com/20177.html



now lets do a fully built motor with 20psi

4500rpm 20psi(which i doubt will make that...lets go to 5500rpm)

pressure ratio= 2.4
5,500rpm @20psi = 27 lb/min
8,000rpm @20psi= 39 lb/min

if you use the 50 trim you are going through a 76% efficiency island the whole time with a little dip into the 78%

if you use the 60-1 you are starting at the 65% and step up for about 500rpm of the 70% island.

we are taking into account HIGH ve so these numbers may be to the left a little, making the 60-1 a worse choice.


am i clear or should i go more in depth with variable VE calculations and temperature and air density as well? i spent nearly the last 3 years learning this turbo math to find out many things about turbos and one of them is believe none of what you hear. i'm in the process of buying two turbos to battle them out on the dyno

T04E 50 trim with a O trim T4 turbine in divided T4 housing
T04S (T58) with a O trim T4 turbine in a divided T4 housing

i'm testing where the motor will be sitting at a certain RPM on the compressors map. finding out if these calculations are as close as i've thought them to be for ALL my turbo selections i've ever made.

 

greatness

 

greatness ONLY if you boost low and spin to 10,000 or higher rpm. then you might reach the great 78% island

 

i'm not trying to do anyone wrong here, just the opposite. but it seems that my suggestions come with hostility because of an industry wide falacy that bigger is better.

 

where did you learn all of this

 

excellent right up...... I guess I am bg enough of man to amit where I am wrong. Before this I did not fully understand how to read a compressormap. Thanks.

also whatare the formulas to read these things?

 

LOL im with you i dunno why ppl hate on high comp turbo not like 11:1 but like 10:1, 10:5:1 14psi no lag your fuckin gone...b18c5 plus 7psi you should be 290-300 whp plus no lag = fast