It's been a while since I have posted anything so I figured I would post an update on my car with its newest version. I've owned this car since 2006 and have always dreamed of doing a big build. There have been a few different 'mini" builds throughout the years but it was always on a stock block, stock ecu and GSC S2 cams and power ranging from 350hp to 517hp.

Current mod list:
BD Alchemist built 2.0L
BD Alchemist refreshed head with Ferrea valves and Kiggly springs
GSC S3 MIVEC Cams
Curt Brown ported stock intake manifold and 65mm TB
Morrison Fabrication V-band dual 38mm wastesgate turbo kit with Garrett G35-1050 .83a/r
Ign-1A Sequential ignition with BD Alchemist harness
TRE built 5 speed with evo 8 3rd and 4th gears and 4:11FD
Exedy Triple Disc
Haltech Elite 2000 with IC7 dash and CANBUS keypad
FIC2150 injectors
3x Walbro 450 fuel pumps (1 in main tank, 2 in Radium Surge tank)
Flex-Fuel tuned

video:

Pics:

 

nice build, i did see the video on this car, pretty dope

 

thank you!

 

That's a clean setup! The engine bay looks so nice with that Morrison Fab turbo kit! Judging from the mod list it looks like you were aiming for 1000 whp. I heard on a podcast that off the shelf Garrett turbos aren't optimized for 4 cylinder engines, so in order to make 1000+ you will need to run a bigger garrett turbo like something rated 1200-1300.

 

That twin scroll manifold must help a lot.

 

Nice build . It comes up a little (200-400rpm) sooner then a 9569/6869 but falls hard at 7700. Did you measure backpressure? A 9569/6869 goes proud to 9500. Generally the more rpm the faster the car will be. IF the trans will shift. Still looks like alot of fun and your trans will shift much better at 7-8000rpm. Your stock intake is helping on the low end, but may be a bottleneck up top.
I'm a fan of responsive setups btw.

 

Whoever said that doesn't know much about turbos or engines.

 

It's not twin-scroll; it's a single scroll v-band based on the pictures.

 

Thank you and sorry for the late reply.

So my tuner/builder built the motor to handle 1000hp but i have no intentions of pushing for it. the car is capable with a bigger turbo like the G42 or similar. I rather have a more responsive setup than what the 1000hp setups tend to provide.

 

Edit** I must of overlooked this. The current manifold is a v-band with dual wastegates to help control boost. Previous setup was a twinscroll but switched to this kit. Morrison Fab did an amazing job. I previously had a twinscroll manifold that i had tried with this turbo. we had problems controlling "low" boost for pump gas. this kit solved that and looks so much better!

We didnt measure back pressure. My tuner stated that he didnt feel like it was a back pressure issue according to the logs and the way it was happening. But i will be adding a sensor in the future along with a DBW setup. I do wish it had alittle more response down low but when this turbo lights up its insane. My tuner and I were discussing the manifold and he suggested maybe going to a Skunk2 as i do not want to go bigger and sacrifice low end. I dont think i have seen many on a ported stock intake at this power level.

You are correct, its a v-band with dual wastegates

 

It was either on the HPA Podcast or Street Alpha podcast. Anyways here is some food for thought:

HPA Podcast : https://www.hpacademy.com/blog/126-t...turbo-podcast/

Street Alpha Podcast :

 

Ah, yeah, Robert of Forced Performance. He's so full of BS. Yeah, he knows some stuff, but he says stupid stuff too. Somewhere back in the 2008-2010 timeframe, he made a post here saying the visible machine tool path on point-milled CNC'd billet compressor wheels were an aerodynamic feature. Yeah, no. Newer designs, and I imagine just about every billet compressor wheel these days used in high-volume OEM applications, is made by flank-milling which is much faster (i.e. cheaper and also able to crank out more parts in a day) than point-milling. There are potential design compromises because the blade surface of a flank-milled design can't be as complex as point-milled, but I'd say the aero engineers are pretty good at making the performance targets these days with flank-milled designs. Flank-milling leaves basically a smooth finish on the blade surfaces as opposed to seeing all the tool lines flowing along the blade surfaces.

Now, I didn't watch the video beyond the first minute because I have better things to do than sit through 2 hours of Robert chatting. He was right about one thing and that's Pulsar buying Garrett turbos, scanning them in, copying them basically exactly, and Garrett can't do anything about it legally for whatever reasons. Specific to 4-cylinder engines, it sounds like it was in reference to very high horsepower builds. It should be noted Garrett is the OEM turbo supplier for 4-cylinder engines like the 2.3L Ford Ecoboost, 2.0L VW engines, the twin-turbos on the BMW 4.4L V8s (so one per 4-cylinders), etc. And the Prodrive P25 uses a Garrett G25-550. And a couple decades of VNT turbos for 4-cylinder diesel applications common in Europe and Asia. Anyway, if he was referencing very high horsepower 4-cylinder builds, i.e. small displacement, that implies compressor designs that are targeted for higher pressure ratios. Like the old Gen1 GTX wheels were a bit higher pressure ratio design than the Gen2 GTX. It looks like the Gen2 G-Series in the G40 and bigger frame size is a higher pressure ratio design wheel than the Gen1. Garrett has many families of wheel designs for specific applications, across all flow ranges and pressure ratios. The Aftermarket team will grab one of those wheels and put them in all their aftermarket turbos. The turbos are not marketed as being targeted for higher or lower pressure ratios, but they exist within the different offerings. As an example, high-output 4-bangers typically need a wheel designed for higher pressure ratios. Same with diesels. Big, gas V8s typically need a lower pressure ratio biased compressor wheel. And then there's the turbine side of things, but that's a whole other topic.

 

Really nice car man! Looks like a blast to drive. I was hoping to see it drive on the end of the tuning session, but none the less I it was nice to see another super clean 800+whp evo. That's the goal for my current build too, but I don't have the extra funds to build my block just yet. Did you notice a huge difference in driveability in the city compared to your stock block build? Like spool and response off boost, etc.

Also I am curious why you chose to go V-band over a twinscroll? I would expect an extra 2-300rpm of spool with similar top end if you have the largest divided housing

 

It could be the case with the Gen 1 G-Series turbos which seem to not flow well at higher pressure ratios before over speeding.. I think as you mentioned about the Gen 2 G-Series, they improved flow up top before the turbo reaches the speed limit. A build like the one surely maxes out the the G35-1050 since it only flows ~80lb/min, but in reality we see a lot of people running the G35-1050 at 40+PSI without blowing up their turbos. I wonder if it's just that Garrett's compressor maps are wrong or if they are over speeding.

What I want to see is someone put a speed sensor on these and see if they are actually over speeding and taking the abuse.

 

thank you!

Yes there is a big difference in spool and off boost characteristics. Comparing the g35 to the 6266 even while both being twinscroll the g35 is “lazier” down low but to be expected as its bigger.

overall driving it’s fine but with any 68mm turbo its takes a bit for the boost to build especially with the bigger cams.

I went v-band because the twinscroll housing was too small for the g35. The only option available is a 1.06 and it choked it up top and low boost was hard to control. These turbos were designed for v-band