Power-adder technology has improved by leaps and bounds over the last several years, aided by improvements in computer modeling and machining techniques. Turbonetics‘ new Y2K 88mm EF5 turbocharger, has a number of features designed to keep it at the forefront of the pack in racing and street applications.
The compressor housing has been strategically enlarged internally to provide better performance.
The turbocharger uses a billet 88mm compressor wheel that’s been optimized to provide outstanding flow characteristics. It uses a patented ceramic ball-bearing center section to keep friction to a minimum and is rated to provide a stout 1,600 horsepower. An 89mm or 101mm turbine wheel is available depending upon customer needs, and the T6-style housing offers .96/1.23/1.39 a/r ratios.
“Our engineering staff has redesigned the compressor housing. What you can’t see by looking at it is that it has a larger diffuser area, which means that it can produce more volume of air and in turn produce more horsepower,” says Turbonetics’ Reggie Wynn. “The turbo is backed by our one-year no-fault no-hassle warranty.”
The turbo is equipped with a V-band outlet for positive sealing in the most demanding applications. Each turbo is precision VSR-balanced before leaving the factory to provide a smooth-running, high-flowing piece.
Also in the Turbonetics booth is their all-new TNX lineup of turbochargers. According to Turbonetics’ Brian Regnier, the TNX 20 is smaller than any of Turbonetics’ previous turbochargers and works well with engines making 200-400 horsepower. The TNX family includes the TNX 20, 30, and 40 turbochargers, which are designed to make between 250 and 800 horsepower.
Even in racing applications, if you blow it up, Turbonetics will cover it. – Reggie Wynn, Turbonetics
“It has an integral wastegated turbine housing and a T25 flange,” he explains. The real development within the TNX line is in the bearing and seal areas. Each turbocharger features dual ball-bearing centersections, which means durability, low friction and high efficiency are a hallmark of the product. Quicker spooling times are just one benefit of the dual-bearing use.
In addition, a pair of “piston ring” seals on each side of the compressor and turbine sides help to keep the oil inside the turbocharger. Computational Fluid Dynamics and Finite Element Analysis modeling was used extensively during the development phase of these turbochargers.
“We’ve redesigned the blade shapes to really optimize the efficiency and flow of the turbo, improving horsepower and response,” says Regnier.