[blisstik]

Ridiculous! Was that Haltech a pain to install or was there a harness for PnP?

[HouseN54]

Originally Posted by Brule

What a legend!
That would be unreal to drive.
No one will bash VRSF intercoolers anymore

THIS! i love my stepped vrsf.

[proTUNING Freaks]

Those are excellent numbers. N54 never ceases to impress and we're so glad to have been part of this platform since its inception to see it go from stock tuned, various bolt ons and piggybacks, fuel limitations, meth introduction for fueling, hybrid turbos and now much better flowing single and twin turbo solutions with secondary port fueling. Exciting times ahead. We made a call on 900whp long ago being the limit of the stock motor. Hopefully we're proven wrong!

Congrats OP!

[3000GT MR]

Originally Posted by Brule

What a legend!
That would be unreal to drive.
No one will bash VRSF intercoolers anymore

MR2 Josh 860whp
FastGTi 750+
My self 665

All on VRSF 7", why would anyone bash?

[idratherbesurfing]

Now obviously you are not keeping the power at 800 all the time...what is the daily tune for the car? I want to know how that turbo handles around town ect.

[3000GT MR]

Originally Posted by idratherbesurfing

Now obviously you are not keeping the power at 800 all the time...what is the daily tune for the car? I want to know how that turbo handles around town ect.

I'm pretty sure he said this is his tune for a while until the winter when he shoots for more.

The 6466 is a great streetable turbo. Thats why i'm going back to using one. I'd expect it to be pretty solid for another 4 psi before she really starts running out of steam. By the looks of the graphs the 6466 looks extremely happy with no signs of letting up in the top end. I would love to see a boost log though.

Edit: Also hes only running a 1.00 AR. Bumping that up to a 1.15AR would yield a little more top end if boost did start to fall off

[Jeff@TopGearSolutions]

Originally Posted by proTUNING Freaks

Those are excellent numbers. N54 never ceases to impress and we're so glad to have been part of this platform since its inception to see it go from stock tuned, various bolt ons and piggybacks, fuel limitations, meth introduction for fueling, hybrid turbos and now much better flowing single and twin turbo solutions with secondary port fueling. Exciting times ahead. We made a call on 900whp long ago being the limit of the stock motor. Hopefully we're proven wrong!

Congrats OP!

Lots of growing pains, can't forget the tuner wars either

Good job OP!

[OB]

How would this compare to a MOTIV 900 kit? Haven't seen one running at these boost levels

[ksalih]

First off, congrats to the n54 community! Secondly, I am extremely curious as to what suspension mods you 600+whp guys are running to be able to put that power to the road?

[brecken]

Motiv said this turbo was slightly bigger than their 900 kit

[135Pats]

Originally Posted by OB

How would this compare to a MOTIV 900 kit? Haven't seen one running at these boost levels

Jake's 800+WHP pull was with the 900 kit. I'm sure there's a thread on it, if not just go to MOTIV's facebook page and look up the curve.

Originally Posted by ksalih

First off, congrats to the n54 community! Secondly, I am extremely curious as to what suspension mods you 600+whp guys are running to be able to put that power to the road?

TBH not all that much for most folks. Something along the lines of

Coils
M3/Stiffer sway bars
Wider tires (duh)
M3/Stiffer subframe bushings
Limited Slip

I don't even have a proper diff in the car right now, granted as a result 3rd gear is not safe WOT. Some people go all out but otherwise, the chassis takes the power OK from a roll. From a dig it'll never be a dragstrip star, IMO.

[3000GT MR]

Originally Posted by brecken

Motiv said this turbo was slightly bigger than their 900 kit

Im pretty sure the FP6466 that Motiv uses is slightly larger and flows approx 3lbs more than the PTE6466 according to the research i did a while ago. The problem i think is the more restrictive turbine housing AR and less of a choice you get when compared to the PTE. The other motiv 900 turbo option i think is the biggest of the 3 IIRC

[brecken]

Here it is from them

[fastgti69]

Originally Posted by 3000GT MR

Im pretty sure the FP6466 that Motiv uses is slightly larger and flows approx 3lbs more than the PTE6466 according to the research i did a while ago. The problem i think is the more restrictive turbine housing AR and less of a choice you get when compared to the PTE. The other motiv 900 turbo option i think is the biggest of the 3 IIRC

+1 The Motiv Dyno is with an HTA3794, which is about a little over 67MM turbo. Thats why this is just that much better. Theres more area under the curve of this graph than the previous 830 Motiv.

[3000GT MR]

Originally Posted by brecken

Here it is from them

Look at PTE vs FP specs. He may be comparing twin to single scroll in that sense

[3000GT MR]

turbo CmpInd CmpExd TrbInd TrbExd Flow CHRA Bearings

Forced Perf 6466TZ 64.00 88.00 72.60 66.30 92.5 Ball Bearing Rotated

Precision PTE 6466 G2 64.39 86.61 74.17 66.00 90.0 Ball Bearing Rotated

Heres the other M900 turbo option

Forced Perf FP HTA 3794R 67.50 94.00 72.50 66.50 93.0

You tell me what is bigger

[fastgti69]

Originally Posted by 3000GT MR

turbo CmpInd CmpExd TrbInd TrbExd Flow CHRA Bearings

Forced Perf 6466TZ 64.00 88.00 72.60 66.30 92.5 Ball Bearing Rotated

Precision PTE 6466 G2 64.39 86.61 74.17 66.00 90.0 Ball Bearing Rotated

Heres the other M900 turbo option

Forced Perf FP HTA 3794R 67.50 94.00 72.50 66.50 93.0

You tell me what is bigger

Damn, on paper that HTA is huge and only flows 3lbs more than the PTE 6466. PTE 6466 is match made in heaven for this car, I swear.

[Abacus38]

Why aren't guys reving this motor to 8k already? Can you raise the rev limiter on the N54? I feel we can make so much more power with another 1k rpms.

[The Convert]

Originally Posted by Abacus38

Why aren't guys reving this motor to 8k already? Can you raise the rev limiter on the N54? I feel we can make so much more power with another 1k rpms.

Yeah, because all we have to do is raise the limiter...Might as well just remove it all together so we never have to shift either!

[Abacus38]

Originally Posted by The Convert

Yeah, because all we have to do is raise the limiter...Might as well just remove it all together so we never have to shift either!

Yeah pretty much. N54 has a nice rod to stroke ratio and the piston speeds aren't high at all. The only concern would be can the oil pump keep up pressure that high and are valve springs strong enough. Only reving it to 7k limiting power band and how much power you can make. Remember HP= RPMs* Troque/5252. Judging by the these torque graphs graphs of these singles it looks like we carry to the torque up to 8k.

[135Pats]

Originally Posted by Abacus38

Why aren't guys reving this motor to 8k already? Can you raise the rev limiter on the N54? I feel we can make so much more power with another 1k rpms.

Fuel. even w port fuel, the DI window remains an impediment if we want to raise the revs substantially. I guess you could throw large enough supplemental injectors on it to make up the difference but the injection window would be all sorts of tight at 8K revs.

Not to mention there's just a lot of risk. I don't want to be the person to figure out what the stock valve springs or retainers will hold.

[MR2 Josh]

Originally Posted by Abacus38

Why aren't guys reving this motor to 8k already? Can you raise the rev limiter on the N54? I feel we can make so much more power with another 1k rpms.

I was revving to about 7200rpm and like I said it really could use another 500-1000rpm more to really take advantage of this turbo but I don't think the heads are built to handle it with vanos and DI in the mix. My MR2 I rev to 9500rpm and it'll handle 10,000 no problem but power starts to drop around 8000rpm and pushing it past 9,500 is pointless


Motiv used a FP 6466 on their 829whp pull which the PT 6466's inducer measurement on the comp wheels is slightly bigger than the FP's but the exducer on the comp wheel is smaller. The exhaust sides the same way, inducer is bigger, exducer smaller on the PTE compared to the FP. I'm not sure what turbine housing they used. I went with the 1.0 AR divided T4 because I felt it would still have great midrange but not choke too much up top. Basically I chose my mods around the idea of making a really fast and fun street car. Usable power everywhere and not just one region of the rpm. That's the same concept I apply to all of my cars. I want as much area under the curve as I can get because to me, that is a much more fun street car.