| In regards to these comments: Good case and point would be my TTZ. I am using the same compressor section as in the Sport700/GT675RS but my turbine section is capable of producing the required amount of work to drive the compressor up to its maximum pressure ratio, not to mention, driving them to higher pressure ratios much quicker than the other two turbos mentioned. Your Z would be a better testbed if it were more representative of what is commonly built. Your manifolds are much better than the common log style manifold. I don't think it is valid to compare your turbine section to others when it really isn't an apples to apples comparison when you factor in the advantages of your manifold. What I am trying to drive home here is that although you may not be running the turbocharger within its peak efficiency condition, with proper intercooling, you can literally run the compressor to its limits and produce more power than you would if running it at lower boost levels. One way to tell if your intercoolers are up to the task you are demanding of them is to watch what the power does as you slowly notch up the boost: if you get to a point where you make the same power or less as you turn up the boost, you are reaching the limits of your intercooling, NOT the turbocharger. What about the hot side of the turbo? While I would agree that an efficient IC system can help alleviate the effects of decreasing compressor efficiency as the boost is raised, exhaust back pressure will rise at an increasing rate the further the compressor is pushed outside its efficiency range. If this gets out of hand, I would think that reversion would begin to negate any gains from the increased boost no matter how efficient the IC is. Sure, you can push stockers to 18 psi, but exhaust back pressure goes through the roof because more power is required to heat the dicharge air from the increasingly inefficient compressor. Thoughts?
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