NEWSFLASH!!
Next faze for the Loba car is a fully built motor, (this will be the motor that will eventually go in our 4WD car)
& a stand alone EGT / AFR kit so everyone can see the data @ different boost pressures once & for all
If you want big power with the associated lag then go for a big turbo! (I am on one of our sprint cars that's for sure!)
For a good fast road car the 4XX is unbeatable its very very strong at the top even using the stock N75 never mind an EBC
If you want more power than a stock K04 with more flexibility than a Garrett then go for a 4XX it's great inbetween option
Best thing for all to do now is let the cars do the talking, there are lots of excellent tuners on here so lets crack on it'll be good spirited fun!! 
Hello Statller from APR,
I was curious as to your statement above and was hoping you could clarify it for me.
Its common knowledge that the standard BW Ko4 is almost as large as a Garrett GT28RS if you measure the compressor wheels.
One size up in Garrett's line is a GT2871R.
The only appreciable difference between a GT28RS and a standard ko4 are the exhaust wheel size, exhaust housing and compressor cover sizes and the inlet to the compressor wheel, all of which are slightly larger to much larger in the Garrett units.
That being said, and from the dyno graphs you've shown of the Loba achieving peak torque around 4000-4500 rpm's, how is that this hybrid can be considered in between a standard ko4 and a proper Garrett GT28RS and GT2871R?
This is the number 1 question out there about this hybrid turbo and I am genuinely asking so you can help me understand.
Yes, I work for APR and we prefer Garrett turbo's to any turbo put together from parts not designed or intended to work together and not manufactured by a company with the proper equipment and resources to do so but the results are the results so even tossing all of that aside, I am truly curious as to your opinion in this matter as you stated above however, I was hoping you had some more technical information or data you could share that points to such?
Thanks!
Hello Kieth from APR!
So not to make this too boring for everyone else right now lets keep it nice and simple
We actually need to use a Garrett setup on our sprint car so no problems with the GTX series for the amazing top end!
Regards lag I was talking more Gt30's not 28's as all the GT28 cars I've fitted up have never set me on fire regards out + out performance over even a stock K04 although I've never fitted an APR kit so maybe they could be better???
Suppose we're lucky that we've have had the opportunity to try both setups and compare where as you can only go on my opinion so its a little unfair for you, maybe you should buy a Loba to test ?
Just for now let me post the Lobas true EGT's up for everyone as that seems the main concern.
If you need the Lobas specs e-mail Darius Loba I'm sure he'll talk turbo spec all day long, I've tried to get a compressor map but its hard work
Regards spool I'm talking useable accelerative power not where the turbo peeks
How are you going on with everything now? anything exciting happening?
Thanks
Thanks, that makes more sense that you were comparing it to something like a GT3076 but to be fair to the 30 series turbo's, the hybrid is 100bhp off in power delivery. I personally don't like 30's on 2 liters of displacement.
What have you seen with 2871R's on 2.0TFSI's? We see peak torque around 3300'ish rpm's and peak power of 480bhp with other supporting mods of course, but at a lot less than 3.2k GBP for the turbo and manifold assembly.
Right now we are on a GTX2867 and I see peak torque at 2900'ish rpm's and we have it up to 480bhp as well.
After the late 90's early 2000's, I never thought I would see anyone even try a hybrid turbo, lol. I guess history repeats itself.
In our testing, we found that the runner and collector size leading in to the turbine on the standard ko4 was creating such a restriction that we had to retard timing quite a bit. What is your actual timing at peak RPM? Do you have the proper data logging tools to see it? VCDS doesn't show a true actual timing angle after all compensations have been applied nor can you see which compensation strategy is the reason for the reduction in timing request.
Because of the runners and collectors choking off the exhaust flow beyond 380'ish, we developed the Stage 3 manifold and switched to a turbo with a larger exhaust housing. This is why we have a Stage III, otherwise it would have been a much less expensive solution to try something like a hybrid.
Even today, we are upsizing in turbocharger once we hit the timing limit of whichever exhaust housing we are using at that moment. The Stage III manifold is designed to flow a ton but on 30 series turbo's we've found that even a GT25 flange can be a point of restriction and that is much larger than the standard collector on a k04.
I was told the car had a problem with timing at high rpm, so what I describe above could be the issue you are facing (don't know if that's true or not, that's what somebody told me). If you need my datalogging, you can come down to the office some day and we can put it on the dyno and see.
Evan and I need to get up your way soon, we can bring a Stage III car if you have a free afternoon and you can run it around and take a look first hand.
Good luck with the project, let me know if I can help in any way. The customer service you guys provide seems top notch so I expect your clients will be happy or you'll at least die trying! Can't ask for more than that.
