turbos?
B00stCreep
03-24-2004, 09:20 PM
I've just been thinking about doing this TT conversion. I'm in the thinking/planing stages now, and probably until I get some more $$$. The stock 9g turbos aren't very big are they? 9g refers to compressor size, right? Whats the advangtages of having twin turbos over a single turbo, aside from being easier to plumb on a V6. Does having twin 9g's compare to like one big 16g? Don't Supra guys/girls trade in the twin setup for one big turbo?...why? Not that I'm thinking of trying to run one single turbo, I'm just curious. 13g's came stock on some of the cars over in Europe I think. Does anyone have them? Is there a big difference in boost delivery or lag? Any and all info is greatly appreicated.
Igovert500
03-27-2004, 12:16 PM
First off we have 9b turbos, not 9g. The number refers to 9 refers to the size, and the letter refers to the style of the compressor wheel. Some compressors have the blades all at the same length, others have 2 different alternating lengths. Our b's have the same length, G's make use of the alternating lengths.
However, you're also forgetting the housing. Both are TD-04. Basically, the 9bs are kinda small, but still damn powerful. They aren't big in comparison to others, but you strap any 2 turbos to your car, your gonna experience plenty of boost. Just many people upgrade their turbos because it is the most costeffective way of getting even more power. I have not upgraded my turbos yet, but plan on going with hte 15Gs.
As others have said, turbo lag isn't like a 10 second delay, its just a second for hte turbos to spool. Any TD_04 housing turbo wont have much lag at all, when you go past that to TD_05s, it will lag a bit, but thats only a fraction of a second, its not as if you are waiting an eternity. Also at that size some fabrication is needed to make them fit.
As far as putting turbos on an SL, I'd ask people that have done the conversion, but honestly, with all the power of even the 9b turbos, you will have plenty traction issues.
As far as 13Gs being stock in europe, I have heard that to, but don't know if it's true or just rumored because its a common upgrade there.
As far as having TT over one turbo, it depends, with 2 smaller turbos they will spool quicker then one larger one. It also depends if you have them working at the same time or in a sequential setup. Some have sequential setups with one small and one large. An advantage of TT is that when you upgrade them, you can have 2x the power as a car with just one larger one.
If you want to learn a bit on different turbos. Go to www.stealth316.com, click on "garage", then click on "turbos" under "upgrade guides" There is plenty of information and comparisons of different turbos that fit in our cars.
However, you're also forgetting the housing. Both are TD-04. Basically, the 9bs are kinda small, but still damn powerful. They aren't big in comparison to others, but you strap any 2 turbos to your car, your gonna experience plenty of boost. Just many people upgrade their turbos because it is the most costeffective way of getting even more power. I have not upgraded my turbos yet, but plan on going with hte 15Gs.
As others have said, turbo lag isn't like a 10 second delay, its just a second for hte turbos to spool. Any TD_04 housing turbo wont have much lag at all, when you go past that to TD_05s, it will lag a bit, but thats only a fraction of a second, its not as if you are waiting an eternity. Also at that size some fabrication is needed to make them fit.
As far as putting turbos on an SL, I'd ask people that have done the conversion, but honestly, with all the power of even the 9b turbos, you will have plenty traction issues.
As far as 13Gs being stock in europe, I have heard that to, but don't know if it's true or just rumored because its a common upgrade there.
As far as having TT over one turbo, it depends, with 2 smaller turbos they will spool quicker then one larger one. It also depends if you have them working at the same time or in a sequential setup. Some have sequential setups with one small and one large. An advantage of TT is that when you upgrade them, you can have 2x the power as a car with just one larger one.
If you want to learn a bit on different turbos. Go to www.stealth316.com, click on "garage", then click on "turbos" under "upgrade guides" There is plenty of information and comparisons of different turbos that fit in our cars.
B00stCreep
03-27-2004, 06:41 PM
Thanks for clearing up my b's and g's. Which style is better? Or what are the pros and cons of b and g?
duchguy
03-27-2004, 06:47 PM
In texas there are 2-3 TT conversions , I have met one of them in Houston. They are getting more popular. You can get the kit in the groupbuy forum of 3si.org not sure if its still going on though.
Igovert500
03-27-2004, 09:39 PM
If you are honestly considering the TT conversion, I would do a search on this forum and checkout www.3si.org and read up on all the TT conversion conversations. There is alot of good advice and information to be read there.
There is alot more to it then dropping in 2 turbos. you will need to consider LSD or an AWD conversion and plenty of other parts need to be dealt with.
Honestly, I don't know the exact pros and cons for the 2 styles. I would assume that it has to do with how in forces the air in. Similar to clipping the blades, the alternating sizes of blades might help in the efficiency of the turbo and the amount of air possible to compress. It probably also alters turbos highend efficiency and/or low end spool time. If you check out www.3si.org, under advanced technical discussions and browse around I am sure you could find one discussing the advantages of clipping.
Although unless you are having hybrid turbos of some sort custom made for you. I would focus more on flow rates of the different turbos and efficiency thoroughout the powerband of the current turbos available, rather then particular style, because their sizes and everything else are different as well. I don't know if that made sense...essentially to my knowledge you wont come across the choice of a TD04H-9G vs. a TD04H-9B....If that makes any sense. Its more of deciding between the 15Gs and the DR650s (for example) and deciding which suits your power needs better.
There is alot more to it then dropping in 2 turbos. you will need to consider LSD or an AWD conversion and plenty of other parts need to be dealt with.
Honestly, I don't know the exact pros and cons for the 2 styles. I would assume that it has to do with how in forces the air in. Similar to clipping the blades, the alternating sizes of blades might help in the efficiency of the turbo and the amount of air possible to compress. It probably also alters turbos highend efficiency and/or low end spool time. If you check out www.3si.org, under advanced technical discussions and browse around I am sure you could find one discussing the advantages of clipping.
Although unless you are having hybrid turbos of some sort custom made for you. I would focus more on flow rates of the different turbos and efficiency thoroughout the powerband of the current turbos available, rather then particular style, because their sizes and everything else are different as well. I don't know if that made sense...essentially to my knowledge you wont come across the choice of a TD04H-9G vs. a TD04H-9B....If that makes any sense. Its more of deciding between the 15Gs and the DR650s (for example) and deciding which suits your power needs better.
B00stCreep
03-28-2004, 09:41 AM
I understand what your saying. I also understand its gonna take alot more parts then just the turbos to get me rolling. As far as traction goes, I have a atx. Hotshot did a fwd tt conversion on an atx and he doesn't have the traction problems like a manuel would. I don't think he uses a LSD. But if I get bigger turbos it might become an issue. I figure I better decide what turbos will best fit my needs first, becuase everything else is gonning to revolve around that.
Hotshot8792
03-28-2004, 12:10 PM
well, even with an ATX, you will reach the limits of traction power somewhere, which comes in at around 8psi, anything higher will give you some problems, just not as bad as an mtx. I am now considering LSD, i'm doing research right now on it, but mainly, the LSD is for the mtx guys to prevent their trannies from acting like grenades.
B00stCreep
03-29-2004, 06:55 PM
what kind of boost can the stock internals handle? I've read people running 12psi at the track and around 9psi normally. Is that with upgraded internals? If I wanted to run more boost than that would I have to lower the compression? The stock vr-4 have 8:1 and we have 10:1 right? Is that the reason why the sl/base can't handle higher boost?
Hotshot8792
03-30-2004, 10:32 AM
what kind of boost can the stock internals handle? I've read people running 12psi at the track and around 9psi normally. Is that with upgraded internals? If I wanted to run more boost than that would I have to lower the compression? The stock vr-4 have 8:1 and we have 10:1 right? Is that the reason why the sl/base can't handle higher boost?
well, you also have to remember that running 6 psi on 10:1 is almost equivalent to running 12 psi on 8:1 as they have the same final compression, although it is said that the 8:1 will be more powerful as you move more air through it, but the 10:1 will net you more torque. I'm about to start running 13 psi normally once i finish up installing my alky.
well, you also have to remember that running 6 psi on 10:1 is almost equivalent to running 12 psi on 8:1 as they have the same final compression, although it is said that the 8:1 will be more powerful as you move more air through it, but the 10:1 will net you more torque. I'm about to start running 13 psi normally once i finish up installing my alky.
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