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Messages - BoostedRPS
61
« on: July 08 2018, 02:55:02 PM »
Everything with the cam has to do with the timing of the intake valve closing.
There's just a little bit more to it than that.
You mean like, if it is 1/2 or 3/4 Race?
62
« on: July 08 2018, 12:11:29 PM »
I agree airflow is what matters. I think the 10.98 at 12psi on ported irons (we can deduce via flow numbers of irons that the 6765 must move some serious air) shows just how much this turbo can move. BUT I have yet to test it myself, or have someone I trust test it, so until then I am going off what Reed's own experiences are. I trust him implicitly. As far as "playing the game" I am not quite sure what you mean, but I can tell you that as a new vendor all you get is shittalking and people trying to fuck your connects up...Ive had people try to contact WORK and squeeze me out, and people literally LIE to companies to cause me to lose the ability to sell their products... I don't know "playing the game" would be, but I don't think I'm doing it right, haha! I just be myself, and if people like that, cool. If not, cool. I genuinely believe that if someone was looking for a product and gave me a chance, they would see why everyone who has bought stuff off me has awesome stuff to say about their experience. Between being the new company on the block, AND being younger than 95% of TR owners, it makes it difficult to earn people's business who have never heard of you. That won't stop me, though. I'll let this new engine and setup show everyone what I am capable of  Well if you aren't a member at Speedtalk, you should be. 
As for boost numbers... forget that noise - that is for BSing at Cars and Coffee. The only thing I want to hear about is air flow into the engine - g/cyl, lb/min, g/sec, etc. Even my TBSS running SD has an accurate MAF on it to show actual air flow.
Cam, heads, turbo are all part of the equation and must be matched; and while the old Buick recipes work - the lack of innovation or adoption of new technologies is extremely frustrating. Especially when the old guard cock-blocks change.
Credit where credit is due - those who bring new product to market and "play the game" are to be commended - even if that isn't how things should work.
The number of "204/214 cam" threads at TB.com is hillarious - every asshat singing off the same sheet of music because of the vocal minority won't change their tune.
63
« on: July 08 2018, 11:09:49 AM »
He was saying that on his stock block 109 with ported irons and a chip, with a car that weighs 3,807lbs, at 12psi on this turbo he ran 10.98 while footbraking the car and launching at 7-8psi..
I cannot wait to see people use these new turbos and compare them to their PTE's...I honestly think we may have a "changing of the guard" so to speak, regarding what turbos produce the most power for our cars...
That does sound amazing! I will have to see how my 6468 performs and if I don't like it I think I might have to upgrade. 
I will bet you $20 right now that it doesn't spool by 3,200rpm. Er well... what is your setup again? I don't bet..basically ever... but I believe in these turbos so much that I'd bet you $100 off the price of a turbo, or $50 in your hands, that the G4S 6765 would spool faster than the 6468 turbo.
64
« on: July 08 2018, 10:53:11 AM »
Any of the people who have pulled off their alky systems already, or plan to do so in the future, are you looking to sell your system or perhaps trade it for something? If you're looking to trade for something, I just-so-happen to know a guy who owns this weird little company that sells Buick parts, run by some crazy asshole, and they call it www.boostedrps.com so whatever you see for sale there, I'd be able to trade you ...hey man, can you blame me for trying to trade shit that I'm a vendor for? I mean hell, if you could exploit it, wouldn't you?! Hey Guys,
A bit scary with a rebuilt older style ALKY pump, hate for it crap out at WOT !!! I’d just be safe and call Julio and order one up. Agreed with the other post below. ALKY is the best thing I’ve done . My car also runs great. Matched up everything pretty good. Getting some fine tuning tips from Tyler at www.boostedrps.com He’s the up and coming mad scientist! Kids got passion.
Fixed our website's name Mad Scientist eh? I will DEF take a nickname like that!! Ya know, I've been told by quite a few people that I have a serious passion for these cars... that is actually what Cal Hartline told me when he said yes after I asked him if he would do the MS3 tuning for my company! I've been thinking of becoming a vendor for Julio, but since everybody sells his kit I didn't think there would really be a reason to carry his product since every other company does... I might hit him up this week and ask him what it'd take to become a vendor for him, though..
65
« on: July 08 2018, 10:43:40 AM »
I'm all for new cam technology...b ut the bottom line is this. Most won't turn the boost past 20 PSI...so a cam and high end valve train will give minimal bang for the buck. A good NL convertor will give a far better return on investment for ET/MPH.
I agree with the notion that most people will not maximize the turbo they have. I would also go so far as to state that a majority of TR owners have over-turbo'd setups.
A good converter can definitely go a long way to help with a turbo's performance.
I was speaking with Reed last night about his G4 6765 dual ball bearing units, and I seriously could not believe the performance numbers he was giving me. Also, shameless plug- he said that next week he is going to be giving me special Promo pricing for the G4S 6765 DBB units for next week only, so stay tuned
I was asking him about what the center cartridges are in his G4's, and I will admit that I was wrong when I previously said it was not like a Garrett center section. WORK's G4 ball bearing center sections use Garrett bearings and Garrett bearing housings, because "They are the best I can find, so that's what I'm gonna use!" This was really reassuring to hear, especially after watching that video from Turbo Lab stating that the Garrett ball bearing cartridges spool 500rpm faster than the Precision ball bearing cartridges.
When I asked him what kinda stall his 6765 DBB would need, using an example engine setup of; stock displacement and compression ratio, ported iron heads, aftermarket camshaft with 208+ duration, E85 as fuel, and a PTC 9.5" converter.... he told me that his turbos would need a stall speed of 3,000-3,100rpm and that the turbo would be fully spooled shortly after, but he did add that if the car was a chipped car it would need more fine tuning to reach that 3,100rpm-ish full spool compared to if the car had an aftermarket ECM in it in which case it would spool by 3,100-ish easily....keep in mind this turbo has made over 960rwhp on a Stage 1 block with GN1R heads...and they still had 6-8psi left in the turbo (they ran out of injector so they had to quit there).
He was saying that on his stock block 109 with ported irons and a chip, with a car that weighs 3,807lbs, at 12psi on this turbo he ran 10.98 while footbraking the car and launching at 7-8psi..
I don't know about you guys, but those numbers blew my fucking mind...that completely shits over anything I've ever heard of for a stock displacement/stock CR/ported irons setup spooling a bigass turbo that can produce 4-figure horsepower numbers..
I cannot wait to see people use these new turbos and compare them to their PTE's...I honestly think we may have a "changing of the guard" so to speak, regarding what turbos produce the most power for our cars...
when you say spool 500 rpm faster....you mean it takes 500 rpm less stall to spool the turbo-correct?
Hey, how do I quote multiple posts at once?I suppose it is all about perception in some regard.. But I understand it as a Garrett DBB turbo would spool at, let's say, 3,000rpm and the PTE unit would spool at 3,500rpm. I took it as a literal amount of rpm, not the stall speed required since Turbo Lab made no mention of stall speed, from what I recall.Tyler...if you can...post pics and vids of your build. I know you started it on the other board. Maybe give the guys a quick over view of what you have, and have done up to this point...and then keep us updated as you go along. Okie dokie!Here is a link to my build's page on our company website, although I need to update a few things on it; https://www.boostedrps.com/tylerEngine Setup:On Center TA block being built by Duttweiler in SeptemberSCAT custom billet 3.625" stroke, wide journal, micro-polished, knife-edged, crankshaftCrower ON center billet rods Pistons to be spec'd by Duttweiler, but most likely custom CP's or custom Diamonds..prol ly CP's..Solid roller Camshaft to be spec'd by Dema ElginStage 2 Chapman ported headsCarb-converted Stage 2 intake fully ported by Wilson Manifolds with 12 injector bosses, and 4 fuel rails. Previously made 1,572hp90mm upper plenum elbow90mm throttle body1st set of fuel injectors to most likely be Bosch EV14 200lbers, or Injector Dynamics ID2000's2nd set of injectors to most likely be Billet Atomizer 275'sStage 2 front coverWeiss 5 stage dry sump oil pumpDry Sump oil pan with windage tray and 3 -12AN portsCustom turbo spec'd and built by WORK TurboCustom Bell intercooler designed by Jonathan Gwinn and MyselfWeldon 2345A fuel pumpKenny Bell Boost A PumpWeldon 2047 fuel pressure regulator (or a Kinsler K140..not sure yet)Gee M Racing custom Stage 2 Twin Scroll 4 bolt headers with EGT bungs in each primary, 2 transducer bungs, and 2 external wastegate pipesWAS Going to be a MS3 Ultimate setup...most likely going to be a Holley EFI setup now, depending on how much insurance pays me from my claim after I was robbed of all my shit TH400 built by either Dusty Bradford, or JanisPTC 9.5" NLUMoser Super G 9" rear endlots of fancy suspension parts I think that about sums it up!I need to make sure to thank the sponsors, though...WORK TurboWeldonGee M RacingSCATBell IntercoolersAMP EFI / DIY AUTO for the MS3 systemI think I got everything?
66
« on: July 08 2018, 09:25:50 AM »
I'm all for new cam technology...b ut the bottom line is this. Most won't turn the boost past 20 PSI...so a cam and high end valve train will give minimal bang for the buck. A good NL convertor will give a far better return on investment for ET/MPH.
I agree with the notion that most people will not maximize the turbo they have. I would also go so far as to state that a majority of TR owners have over-turbo'd setups.
A good converter can definitely go a long way to help with a turbo's performance.
I was speaking with Reed last night about his G4 6765 dual ball bearing units, and I seriously could not believe the performance numbers he was giving me. Also, shameless plug- he said that next week he is going to be giving me special Promo pricing for the G4S 6765 DBB units for next week only, so stay tuned
I was asking him about what the center cartridges are in his G4's, and I will admit that I was wrong when I previously said it was not like a Garrett center section. WORK's G4 ball bearing center sections use Garrett bearings and Garrett bearing housings, because "They are the best I can find, so that's what I'm gonna use!" This was really reassuring to hear, especially after watching that video from Turbo Lab stating that the Garrett ball bearing cartridges spool 500rpm faster than the Precision ball bearing cartridges.
When I asked him what kinda stall his 6765 DBB would need, using an example engine setup of; stock displacement and compression ratio, ported iron heads, aftermarket camshaft with 208+ duration, E85 as fuel, and a PTC 9.5" converter.... he told me that his turbos would need a stall speed of 3,000-3,100rpm and that the turbo would be fully spooled shortly after, but he did add that if the car was a chipped car it would need more fine tuning to reach that 3,100rpm-ish full spool compared to if the car had an aftermarket ECM in it in which case it would spool by 3,100-ish easily....keep in mind this turbo has made over 960rwhp on a Stage 1 block with GN1R heads...and they still had 6-8psi left in the turbo (they ran out of injector so they had to quit there).
He was saying that on his stock block 109 with ported irons and a chip, with a car that weighs 3,807lbs, at 12psi on this turbo he ran 10.98 while footbraking the car and launching at 7-8psi..
I don't know about you guys, but those numbers blew my fucking mind...that completely shits over anything I've ever heard of for a stock displacement/stock CR/ported irons setup spooling a bigass turbo that can produce 4-figure horsepower numbers..
I cannot wait to see people use these new turbos and compare them to their PTE's...I honestly think we may have a "changing of the guard" so to speak, regarding what turbos produce the most power for our cars...
67
« on: July 08 2018, 09:06:43 AM »
Got bored and ran a few common Comp Buick turbo V6 grinds through the Cam Motion calculator. Overlap varies from -3* to -21*, that is a pretty substantial range; and can create issues when not appropriate for the application. Jason's cam came in at -15*, IIRC.
A discussion on negative overlap cams:
http://speedtalk.com/forum/viewtopic.php?t=6989
http://speedtalk.com/forum/viewtopic.php?t=33508
http://www.speedtalk.com/forum/viewtopic.php?t=52712
It says I have to be a member to view that page. Everything with the cam has to do with the timing of the intake valve closing. If I get a chance, I'll try to post the information that Dema Elgin requires when he specs a cam for an engine. He asks for a ton of information; like what the cylinder heads flow for each valve and cylinder, at .025" increments of lift... EX: .025" lift, .050", .075", .100", etc.. Apparently he was the guy behind all of Duttweiler's badass cams in the 90's. His shop is actually about an hour and a half North of where I lived in the Bay. I'm about 90% certain I will be having him spec my cam for my engine. I know he is more expensive than other people, but I have heard nothing but amazing reviews of this guy, and since I am shooting for 1,500+ (Ideally I would like to see a 1,600hp+ number) on Duttweiler's dyno, I will need everything to be perfect in order to do that. In case you might be curious as to how I would achieve such a number, WORK Turbo will be sending me two or three turbos to use to try and hit that number. The first turbo will be WORK's Pro Mod 91mm which should support 1,600-1,700. I think I'll ask him to also send a Pro Mod 94mm and a 98mm just in case we need that amount of airflow. The only thing that I am surprised by is the fact that the thread has not been deleted yet
I agree!
I'm not sure if the mods/admin haven't noticed it yet, or if they are no longer sweeping things under the rug?
Either way, it is pretty weird timing, considering all the Weber drama that took place recently.
https://turbobuick.com/threads/nick-micale-arizonagn.458899/
Not the first unhappy customer, probably wont be the last. I hate to bash a long time guy that provides "some" tech but if you aren't taking care of your customers, someone else will.
I have been leery of Nick for some time now, but my partner Reggie trusts him, so I must trust Reggie and thus by extension, Nick....howeve r if he knew he was sick, or could not do the work, you should never put the stake of your reputation in someone else's hands. The guy is 82 years old! When I saw him at the Bates I thought to myself "how the hell can this guy still work on Buicks if he doesn't even look strong enough to lift the actual parts??!!"
68
« on: July 06 2018, 08:44:14 PM »
Just as a matter of contention and in light of the trade war going on Turbonetic turbos may be 100% assembled in the USA but not 100% made in the USA, there is a small machine shop in Burlington ON CA that regularly ship parts to California. Well did anyway lol
Put a tariff on Aluminium but not a finished product. UMM
Ah, I did not know that, thank you for the information! From everything I have learned while writing that article, and my many conversations with Reed, the owner of WORK Turbo, it seems that there is NO turbo that sources ALL of its' parts 100% from the USA. I know Reed buys as much as possible from Domestic companies, like his center sections, for example, but there are some pieces (I think it was the turbine housing, or maybe the turbine wheel on some units) that you either cannot source Domestically, or the manufacturers that are Domestic have an inferior product compared to the overseas manufacturers. I know for a FACT that there is a vendor that sells and builds his own turbos, who everyone thinks is the greatest person to grace the Buick scene since Duttweiler, and take everything he says as fact, that uses Chinese parts in his turbo builds. His turbos still perform great and I have more good experiences than the amount of bad ones, which shows you that just because it uses Chinese parts in it, like the wheels or housings, doesn't mean it is that bad of a product. I get frustrated because I do not believe this vendor tells their customers that their turbos use Chinese parts, which I believe would have an influence on some people's purchasing habits, and also make them think twice if the parts used in that unit are as high quality as a turbo that uses Domestic high perfornance parts from companies like Garrett or Borg Warner, which have amazing track records for durability.. It upsets me when stuff like that happens and I am unable to make this fact known because they have been around forever and I have not. Again, this vendor builds great products, I am merely taking an issue with they saying they use the same quality parts that WORK uses, or not divulging to their customers that they are using Chinese/Overseas wheels in their turbos. Oh well :/
69
« on: July 06 2018, 03:44:25 PM »
I see you guys talking a lot about cams. Have any of you read Dema Elgin's book High Performance Engine Theory? He has a TON of great information about camshaft design, what you are looking for in terms of duration/intake valve closing/dynamic and static compression ratio/exhaust valve opening. If I get a moment in the future I'll try to post up some information from the book. It is really informative. He will spec a custom cam for you for around $500, btw. I believe he used to do all of Duttweiler's cams in the 90s. Tyler--- Good write up! Do you have any idea what size exducer a Turbonetics 6468 has?
Has this turned into a bashing thread? I'm in! Who are we bashing? 
Thank you! I've tried to get a handle on the Turbonetics wheels, but they really don't have much information on their wheels like other companies do. Add to that they have such a weird way to organize their products, it makes it very difficult to navigate across the different types of products they offer. Your best bet is to take a mic, pull the compressor cover off, and measure it with the mic. I'd be curious to what you find. As far as the ess slingin' you certainly ain't the first and assuredly wont bet he last. That board has a history of protecting venders, deleting posts and the like. It might not be like that any more but it sure feels like it. And perception is reality. As posted, keep up your fine work. No one likes it when their apple cart gets overturned . There is a reason we as a group hang out here and not there. As a side note you should sent a note to mark(supersix) or no cooler and get yourself a banner ad.
Very true. I do remember when Bruce owned the board and it was really bad for things like that.
I can see why you guys spend your time here. Much more level-headed discussions.
I will hit him up later today. Thank you for the info!
70
« on: July 06 2018, 03:37:13 PM »
If you are going to be upset with every Tom, Dick, and Coattail Rider that lives on the Net, then you will have a miserable life. Suck it up! If a man is measured by the quality of his enemies, you have not even scratched the surface yet.
If such people were kissing your butt and praising you, I would have serious doubts about you LOL
You are absolutely correct, Sir. I try to keep the "this is the internet" mentality about myself as best possible. Being human, that does slip from time to time and I get erked more than I should. Typically whenever you see me take a day or two away from the boards is when I'm "centering" myself (I'm kinda a hippie at heart) and getting back to where I enjoy being. I really look forward to this engine being built and showing what we can do. I think once people see a 1,500hp+ dyno sheet, they will realize we are serious about this and will be a force to be reckoned with. NOBODY is up to Nick.s standard so I would not worry about that.Turbo Buicks and psychology sure seems like a contradiction to me.Butting heads with the competition is expected in a free market society all we can do is put it behind us and move on. Just my thoughts for the day.
Hahaha, Turbo Buick enthusiasts sometimes are the more entertaining people to interact with, from a psychological perspective. You have the "Starved for Attention" types, the "Needs to be respected" types, the "Follows the crowd" types, etc.. It is pretty fascinating having a medium that allows me to interact with people all across the country.
I learned after I got banned for calling out Full Throttle that this is not a game that plays fair.
Prior to that, I got a lesson in just how dirty companies will be when Full Throttle and Cruz called Champion Heads, lied to them about what I was doing, and caused me to lose the ability to sell Champion Heads. When my buddy accused Marianne Licht about it, she didn't even try to deny it. THAT was a BIG wakeup call.
[/size] When you are done fixing the turbos and intercoolers - please fix the camshafts used in these cars. I don't think there has been a fresh grind using modern lobes and valvetrain data in what... 15-20 years?PS. It is time to march off the old guard of vendors.
There have been some pretty cool advancements in cam technology, especially with the short travel/reduced travel lifters. The ramp rate of lobes can be more aggressive, which will broaden the powerband much more. I do intend on getting to camshafts, but I simply don't have the access to try out my ideas at the moment.
Tyler...you're young...articu late...educate d...tech savvy...and honest. You're offering the highest quality products with the knowledge and tech to back it all up. The bottom line is...you're cutting into their profit margins...and they aren't liking it. One of them even has in his sig, I was here first. You guys just keep doing what you're doing...and ignore the BS. P.S. Get on that IC as quick as you can...and get it to market. Give us a writeup on the vertical flow vs horizontal. Remember to dumb things down so everyone can understand it.
That really means a lot coming from Gentlemen such as yourselves. Really. I feel sometimes with the FB group especially, that there is this "mob mentality" and it reminds me of this show, South Park, when they make fun of large mobs of people who are acting irrational, they have the large groups of people all yell "Rabble Rabble Rabble!!". It genuinely feels like that at times.
It is as if logic is thrown out the window and replaced with a vapid justification of entitlement.
I will be working on the IC's literally as soon as I am able. Unfortunately at the moment there isn't much I can do, unless someone is willing to have me send them the core and pay them to make the piping/mounts.
71
« on: July 05 2018, 11:42:44 PM »
Thanks for coming over Tyler! I've seen the shit storm that you took on the intercooler. Remember this, before there is progress, there will be struggle.
Also, big thanks to the fellas for finding the articles on the ball bearing units. I knew I read something somewhere. I may be in the market for something bigger in the future and precision doesn't offer a journal bearing cartridge for what I'm looking for.
It still shocks me when I hear someone tell me about some time I got a bunch of shit from someone for a part I'm working on, or some point I was trying to make...just kinda reinforces the notion of how small the Buick community is, I guess. I have to ask...what were your thoughts when you saw the shitstorm I got when I posted my intercoolers? Sorry if it is a weird question, I got my degree in psychology from UCSB, so I find things like that fascinating. I had someone tell me the other day that they got a screenshot of a post I made on Turbobuick.com in a Borg Warner thread, and Nick Micale got all on my ass because someone posted asking if there are 3-bolt Borg Warner turbos coming soon, and I told them that WORK already has them. Well Nick took it as I'm trying to poach or whatever, when I really didn't mean for it to come off like that, and what sucked even more was that I couldn't edit my post to change it once I saw his response....my buddy told me he got a message from a friend showing a screenshot of my post and Nick's response and he told him something along the lines of "Look at Nick starting shit" or like "Look at Tyler getting shit". It makes me wonder just how many instances like that there are, regarding stuff I have posted, that people gossip about. I know I have caused a lot of waves since I started RPS, and I have heard rumors spread about me even as far as I lied about being robbed so that I could commit insurance fraud, because I owed money to companies for parts I already received!! I couldn't believe it!! These rumors have to start somewhere, and I have a pretty good idea where that is, but what sucks the most is that people form an opinion of me without ever giving my company (Or Reggie or Kendall who work with me) a chance, and see just how different we are than everyone else... Sorry for the rant. It is something that has been erking me for a while, and your response seemed to trigger that. If you wouldn't mind sharing what your thoughts were when all that intercooler stuff went down, it may actually help me in how I deal with things in the future. I am constantly and continuously trying to make improvements to myself to handle situations like that in a better way. I appreciate any input you may have. Thank you, Tyler PS- I hope you give RPS a chance when it comes to any new turbo you are looking for! Please know that we have more than just the G4 line when it comes to our WORK turbos (besides the Garrett and Borg Warner units, of course) and no one uses as high-quality of parts as Reed does!
72
« on: July 05 2018, 07:59:12 PM »
Thanks for coming over, Tyler. It's good to see some fresh blood and fresh ideas in the market
Thank you Steve! We (RPS) have actually already developed a few products that I believe no one else currently (or has ever, in some instances) offered for the Buicks, but I don't really advertise them because every time I do, people always give us shit for it. They figure that since I am young (31yrs old, but I have owned TR's since I was 17) I must not know anything, and dismiss what we created immediately. Not taking into account who helped us develop these parts how we arrived at the designs/final product. That being said, with the help of Tom Molnar from Molnar Technologies, we have developed the first-ever billet 4340 steel wide journal, off center, h-beam connecting rods for the Buicks. These rods were shown to Kenny Duttweiler in-person just a few weeks ago by myself, and when I told Kenny that I'd be using them in an engine trying to make 1,500-1,600hp he told me that I should have no issues with these rods taking that power, and that he really liked the design. Best part? Is that these rods cost under $950! Bad Part? I only have ONE set left :/ We also have the only liquid to air intercooler setup for a TR currently, I believe. It is a stock location setup that can support over 1,000hp. Comes with a lot of stuff you could piece together yourself, except the mounts and the piping, but we sell it all for about what you'd pay if you bought everything individually, except our kit comes complete with everything you need. We have the only production intercooler that uses air diffusers in the end tanks to help increase the efficiency and keep a low pressure drop across the intercooler core. Lastly, I believe we are the only company that offers billet crankshafts that come in ANY stroke you want, ANY journal size (narrow or wide) you want, micro-polished, and knife-edged standard, and all of that cost is included in the pricing...Whic h currently we have 1 (that I know for SURE) crankshaft left that we're selling for $3,200 shipped. Anyway, we're just laying low right now until we have more stuff tested. Then we'll be bringing it more into the public's eye. I really appreciate you letting me post and answer questions on your forum! I hope I can offer some good insight into what is going on in the Buick turbo world today!
73
« on: July 05 2018, 06:57:11 PM »
Tyler...where are you with the IC's? Just the cores show on your site. Can we expect you to be selling them as drop in units for the TR's? If so...when?
Hey Brad! The Treadstone cores are taking longer than expected. As far as the Bell cores... Duttweiler is building my engine in September. Once my engine is built, we'll be dropping the engine in a car, and shortly after that we will begin the fabrication for the two Bell cores, starting with the smaller 3.5" thick, "1,100hp" rated core. I say 1,100 in quotations, because these cores are way underrated. So to answer your question, after my engine is built and installed in the car, I would expect fabrication for the Bell cores to start within a month or two. It all depends on how soon my engine gets built. BTW Brad pointed out I forgot the link to the Turbo Lab page. Here is the link: http://turbolabofamerica.com/category/precision-turbo-upgrade/precision-6262-turbo-upgrade/precision-6262-gt35r-hybrid/
74
« on: July 05 2018, 06:47:27 PM »
Talking to Brad about turbos and my opinions about on certain turbos led me to look for a write up someone had doen in the past about the problems with some PTE units. I recalled that the guy had torn down a PTE bb unit and noted that the bearings were small compared to other manufacturers such as Garrett. I could not find the write up which is a shame because it was very detailed.
In the meantime, Brad sent me a link to a current thread on the other board. It was started by a guy selling WORK turbos and some others and I noted he mentioned the bearing problems. I also remember that PTE used steel thrust bearings on some units instead of brass like the other companies and this lead to failure as well prematurely.
Anyway, I don't read the other board, but, I thought this is an interesting thread
https://www.turbobuick.com/threads/article-on-why-billet-turbos-make-so-much-power-and-the-different-types-of-billet-wheels.458778/
Here is the actual article the guy is writing https://www.boostedrps.com/single-post/2018/06/20/Turbocharger-Cast-and-Billet-Compressor-Wheels--Not-all-Billet-Wheels-are-Made-EqualDont-Overpay-Or-Be-Fooled-Into-Buying-The-WRONG-Turbo
Hey There! That would be me, Tyler, who wrote that article!  I hope you enjoyed reading it! The whole purpose for writing it was to try to explain and simplify the different turbocharger wheel technologies in a way that someone who may not be familiar with this stuff, can understand. Here is the link to the Turbo Lab of America video where they discuss the PTE vs Garrett ball bearing cartridge, and how the Garrett unit not only spools 500rpm quicker than the PTE, but it is also more durable as well. http://turbolabofamerica.com/category/precision-turbo-upgrade/precision-6262-turbo-upgrade/precision-6262-gt35r-hybrid/For what it is worth, the WORK turbos use center cartridges that are similar to the Garrett ones, so you can expect the same quality and durability out of the WORK DBB units as you would the Garrett DBB units. Again, I really appreciate the compliments about my article. Do you have any other questions regarding the article, or WORK, Garrett, or Borg Warner turbos? So how much of the turbo is made by WORK?
I am assuming you are referring to the G4 turbos? The Compressor and Turbine housings are a WORK design. They are both modified in-house at WORK. ALL the compressor wheels are 100% WORK-designed. SOME of the turbine wheels (not all) are WORK-designed, the others are derivatives of Garrett GTX and GTW wheels. The center sections are 100% made in the USA, and assembled by WORK. I think it would be a bit much to ask for a company to make their own center sections as well. I believe only Turbonetics makes every part of their turbo in-house. I texted Tyler...he's on his way. You got questions...fi re away.
Yes Sir! I'm here to answer any questions you guys may have!
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« on: November 21 2017, 02:16:41 PM »
String of luck I suppose?
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