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Compressor housings
Posting Guru
Joined: Jul 2007
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From: Charles Town, WV
The ATS ported housing is on the intake side and servers to reduce or eliminate turbo surge. The 1.0 housing is on the exhaust side, it's larger than stock to allow less restriction and more exhaust out.
I don't have a comparioson pic of the 1.0 but here's one of the intake side.
I don't have a comparioson pic of the 1.0 but here's one of the intake side.
4000 rounds a min
Joined: Apr 2010
Posts: 2,223
Likes: 0
From: Albemarle NC
Here's a little info about what A/R means.
Understanding housing sizing: A/R
A/R (Area/Radius) describes a geometric characteristic of all compressor and turbine housings. Technically, it is defined as:
the inlet (or, for compressor housings, the discharge) cross-sectional area divided by the radius from the turbo centerline to the centroid of that area.
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The A/R parameter has different effects on the compressor and turbine performance, as outlined below.
Compressor A/R - Compressor performance is comparatively insensitive to changes in A/R. Larger A/R housings are sometimes used to optimize performance of low boost applications, and smaller A/R are used for high boost applications. However, as this influence of A/R on compressor performance is minor, there are not A/R options available for compressor housings.
Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.
What can we infer about the intended use and the turbocharger matching for each engine?
Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high backpressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power.
<!-- Commented and Modified for SR 413449 --><!-- Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.
-->Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 since Engine #2 will be operating at high engine speeds most of the time.
Understanding housing sizing: A/R
A/R (Area/Radius) describes a geometric characteristic of all compressor and turbine housings. Technically, it is defined as:
the inlet (or, for compressor housings, the discharge) cross-sectional area divided by the radius from the turbo centerline to the centroid of that area.
<TABLE border=0 cellSpacing=0 cellPadding=0 width="100%"><TBODY><TR><TD>
)
</TD></TR></TBODY></TABLE>The A/R parameter has different effects on the compressor and turbine performance, as outlined below.
Compressor A/R - Compressor performance is comparatively insensitive to changes in A/R. Larger A/R housings are sometimes used to optimize performance of low boost applications, and smaller A/R are used for high boost applications. However, as this influence of A/R on compressor performance is minor, there are not A/R options available for compressor housings.
Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power.
Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.
When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic.
Here's a simplistic look at comparing turbine housing geometry with different applications. By comparing different turbine housing A/R, it is often possible to determine the intended use of the system.Conversely, using a larger A/R will lower exhaust gas velocity, and delay boost rise. The flow in a larger A/R housing enters the wheel in a more radial fashion, increasing the wheel's effective flow capacity, resulting in lower backpressure and better power at higher engine speeds.
When deciding between A/R options, be realistic with the intended vehicle use and use the A/R to bias the performance toward the desired powerband characteristic.
Imagine two 3.5L engines both using GT30R turbochargers. The only difference between the two engines is a different turbine housing A/R; otherwise the two engines are identical:
1. Engine #1 has turbine housing with an A/R of 0.63
2. Engine #2 has a turbine housing with an A/R of 1.06.
What can we infer about the intended use and the turbocharger matching for each engine?
Engine#1: This engine is using a smaller A/R turbine housing (0.63) thus biased more towards low-end torque and optimal boost response. Many would describe this as being more "fun" to drive on the street, as normal daily driving habits tend to favor transient response. However, at higher engine speeds, this smaller A/R housing will result in high backpressure, which can result in a loss of top end power. This type of engine performance is desirable for street applications where the low speed boost response and transient conditions are more important than top end power.
<!-- Commented and Modified for SR 413449 --><!-- Engine #2: This engine is using a larger A/R turbine housing (1.06) and is biased towards peak horsepower, while sacrificing transient response and torque at very low engine speeds. The larger A/R turbine housing will continue to minimize backpressure at high rpm, to the benefit of engine peak power. On the other hand, this will also raise the engine speed at which the turbo can provide boost, increasing time to boost. The performance of Engine #2 is more desirable for racing applications than Engine #1 where the engine will be operating at high engine speeds most of the time.
Thread Starter
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Cargo Master
Joined: Jan 2009
Posts: 2,800
Likes: 31
From: OKC, OK
Think I got a little more than I bargained for with that post, but "its all good" 
cause I like learning.
Riffraff Diesel: Compressor/ Turbine Housings
That is the specific page I was looking at, but I think with the responsed I understand. I wasnt noticing the "exhaust housing" and "compressor housing" I just thought they were the same thing and was wondering what the differences were, but the difference is they are not the same part.
cause I like learning. Riffraff Diesel: Compressor/ Turbine Housings
That is the specific page I was looking at, but I think with the responsed I understand. I wasnt noticing the "exhaust housing" and "compressor housing" I just thought they were the same thing and was wondering what the differences were, but the difference is they are not the same part.
Thread Starter
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Cargo Master
Joined: Jan 2009
Posts: 2,800
Likes: 31
From: OKC, OK
Ok kinda a different topic, but still turbo related. I have often wondered how boost can increase or decrease without engine speed changing. For example when cruising on the highway and going up a slight incline, boost will increase without the RPM's "noticably" changing.
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4000 rounds a min
Joined: Apr 2010
Posts: 2,223
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From: Albemarle NC
The ATS housing has a 4" inlet that is ported to let the excess air bleed back into the inlet pipe to reduce or eliminate turbo serge. Where the stock has a 3 or 3 1/2" inlet.
This is my ported housing, Mine is not a ATS
This is my ported housing, Mine is not a ATS
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Post Fiend
Joined: Nov 2007
Posts: 9,549
Likes: 14
From: Payson, AZ
The ICP increases which increases fueling which in turn creates more drive pressure hence more boost. I have an HPOP pressure gauge which is basically an ICP gauge. To maintain the same speed (same RPMs) going up a grade I can see the ICP go up and the boost right along with it. In order to maintain the same speed up the grade you have to apply more accelerator which increase the ICP demand. If you are in cruise control the PCM automatically increases ICP to maintain that speed. The accelerator peddle does not ask for more fuel it asks for more ICP which gives more fuel. Hope I didn't over explain this.
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Cargo Master
Joined: Jan 2009
Posts: 2,800
Likes: 31
From: OKC, OK
The ICP increases which increases fueling which in turn creates more drive pressure hence more boost. I have an HPOP pressure gauge which is basically an ICP gauge. To maintain the same speed (same RPMs) going up a grade I can see the ICP go up and the boost right along with it. In order to maintain the same speed up the grade you have to apply more accelerator which increase the ICP demand. If you are in cruise control the PCM automatically increases ICP to maintain that speed. The accelerator peddle does not ask for more fuel it asks for more ICP which gives more fuel. Hope I didn't over explain this.
Post Fiend
Joined: Nov 2007
Posts: 9,549
Likes: 14
From: Payson, AZ
Think of an injector as a hypodermic needle that will squirt fluid faster and stronger the harder you push the plunger. It is the HPO that pushes the plunger in the injector to spray the fuel. The higher the ICP the faster the plunger compresses and the more fuel that sprays from the nozzle. The nozzle actually has seven holes so the fuel is more atomized.
