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I'm just curious what modern, more efficient, turbo would deliver similar behavior to the old IHI turbos many of us have run. I have a good ol' TD04-13t that I got for free but now I'm wondering if I could replace it with so.ething that might produce less heat and deliver the same sort of boost profile.

Holset HE221W

Or look at Garret or borgwarner Though cost would go up.

Turbos are sized by airflow....CFM or lbs./min......It takes a specific amount of CFM to make so much hp.
Air is heated by compression more so than by a inefficient turbo. There are calculators that will tell you exactly how hot your Inlet temps will be per lb. of boost. The only difference will be the ambient temp you start with.

If you don't have a 2.0L or bigger...you will be hard pressed to max the 13T out.
I've been trying for 5 plus years...........270 hp.....2.0L or not.... is a serious amount of hp....especially if you want to call it a daily driver......

Clonebug wrote: ↑Tue May 04, 2021 8:17 pm Turbos are sized by airflow....CFM or lbs./min......It takes a specific amount of CFM to make so much hp.
Air is heated by compression more so than by a inefficient turbo. There are calculators that will tell you exactly how hot your Inlet temps will be per lb. of boost. The only difference will be the ambient temp you start with.

If you don't have a 2.0L or bigger...you will be hard pressed to max the 13T out.
I've been trying for 5 plus years...........270 hp.....2.0L or not.... is a serious amount of hp....especially if you want to call it a daily driver......

Oh okay, I gotcha then. I have no plans to push the 13t beyond its abilities. I was thinking it might help the low-boost freeway time if the turbo was newer and more efficient. Apparently that's not really how this works. Thanks for always being helpful without being condescending Clonebug.

The Subaru turns up around 6500-7000 rpm.
I turn around 5000-5500 rpm.
The problem with making power at higher rpm is you would have to give up some on the bottom end for top end. You need a cam and heads that flow which also adds more to the cost.
That high rpm power ruins the street daily driver part.

You can make some of that up with a larger engine but then the budget gets significantly larger.

Probably any turbo with Ball Bearings has to be better than what we are using( sized correct)

$1300 vs $60 ......

madmike wrote:Probably any turbo with Ball Bearings has to be better than what we are using( sized correct)

I would argue ball bearings are marketing hype!


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I could buy 13 turbos and swap them out every season and wait,,,,, I'll be frackin 80 yrs old I can't see that happening

No need, journal bearings last just as long.

From what I've read ball bearing turbos spool 500 rpm sooner. If i remember right they also give up 500 rpm on the top end. I'm sure there are more efficient turbos out there than we are using. If you can justify the cost.

anyone ever hear about cx racing? i had been looking for another turbo but didnt want to spend $1800 on a garrett so i searched e-bay for about 3 months learning about turbos. i've been meaning to do an introduction but just have gotten around to it. a little info on my vw... 1970 type 1 bug with 82x92 cb performance gen 4 efi with super pro heads with a GB 5speed. i need to get around and share some of things i've done. been on here for awhile... i know a few of Y'all from all the reading in here. anyhow i thought i had a AGP t3 t4 .63 A/R exhaust and a .70 A/R turbine but the turbine I think was actually a .50. this CX turbo compressor housing is a little bigger than the AGP. i bought 3 other turbo's but there was no way they were gonna fit tucked under the apron. cx is about 40 minutes from me so i was able to go there a couple times and ended up with this 1... paid only $471.00 so we shall see. i think the AGP turbo had a chyna center & AGP compressor housing. i be running again as soon as i get stuff back from getting powdered.

btw... i'm ken

Dual Ball Bearing, Billet Aluminum Compressor Wheel
.60 A/R Compressor Housing
.63 A/R Turbine Housing
T3 Flange to Manifold
4 Bolt 2.5" Downpipe Flange
2.75" Inlet & 2" Outlet
Super Quick and Fast Spool. Stage III Turbine Wheel.
Comes with Oil Feed and Drain Fittings, and Metal Gaskets

Items included in this Item:
Dual Ball Bearing T04E Turbocharger x1
Oil Feed -AN4 Fitting x1
Oil Drain Flange x1
Gaskets x2

Tech Specs:
Air Inlet: 2.75"
Compressed Air Outlet: 2"
Bearing: Dual Ball Bearing
Turbine Housing Flange: T3 Flange
Exhaust Outlet: 4-Bolt Outlet
HP Rating: 350HP
Cooling: Oil Cooled
Compressor: .60 A/R
Turbine: .63 A/R
Compressor Wheel: 82.04mm/57.91mm
Turbine Wheel: 64mm/57.91mm
Ceramic Ball Bearing Billet Wheel T04E Turbo Charger Stage III .63 A/R 4 Bolt

Brand: CXRacing
Product Code: TRB-T04E-6063-4B-RRB
Availability: In Stock

$471.90

I've use their turbo's ,, works great
What Cam u running?

Nice to see someone else running the cb gen4 ecu. How do you like it?

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which turbo... mike?
i'm running an fk-10 & i haven't even revved it past 6800 yet. probably because i'm pushing 23lbs of boost.

the gen 4 is pretty good. it's taken some time learning how dial the tune in. mark has always been a tremendous amount of help. definitely a lot of trial & error tuning.