20G turbo upgrade from Buschur Racing.
Originally Posted by chrisblueevo
Was that on race gas?
More and more 10's will start popping up soon with this turbo.
Originally Posted by justchil
On race gas my hp curve was flat from about 5000 on and the car is a monster. . . . Once my 20G-9-5 replacement is here I'll post up as much info/charts as I can.
Originally Posted by DragNRacing
Yeah and I am trapping 120-122mph with a conservative tune for race gas. . . . For the math impared that would be 11.1x - 11.2x sec ET's and 122 - 124MPH traps with high 1.6x to low 1.7x 60' times which are not great by any means. . . . I would like to see that from a stock turbo 
Originally Posted by EVO8LTW
On the Buschur forum, Al said he can get nearly any cams to idle with the OEM rubber MAF pipe.
Originally Posted by Dyno Flash
Guys, just to comment that the Revlolver cams are best suited to stand alone ecus like the AEM and Apexi power fc
When you run the stock mass air flow sensor you need good velocity at idle to a lower lift cam like the HKS are a better choice
Please contact your buschur sales consultant Nick or JRod for more case specific guidance on which cams to purchase
When you run the stock mass air flow sensor you need good velocity at idle to a lower lift cam like the HKS are a better choice
Please contact your buschur sales consultant Nick or JRod for more case specific guidance on which cams to purchase
^^^ I've seen both quotes, but the one you quoted isn't as recent as the stock MAF pipe comment. And that more recent comment was made in the context of someone asking Al about whether they could get Revolvers installed at Buschur before getting a Dynoflash.
Originally Posted by Ted B
If I remember correctly, I believe that's been done with a 16G as far back as a year or so ago.
I didn't inquire about a boost log.
FWIW, the quickest E.T. and best trap I am aware of with a stock 16G is a 10.59@127, and I don't even think it has a 10.5cm2 hotside. The car does weigh around 3000 lb, so one does have to consider that it's roughly 200 lb lighter. Nevertheless, it is very, very impressive.
FWIW, the quickest E.T. and best trap I am aware of with a stock 16G is a 10.59@127, and I don't even think it has a 10.5cm2 hotside. The car does weigh around 3000 lb, so one does have to consider that it's roughly 200 lb lighter. Nevertheless, it is very, very impressive.
Originally Posted by Ted B
I didn't inquire about a boost log.
FWIW, the quickest E.T. and best trap I am aware of with a stock 16G is a 10.59@127, and I don't even think it has a 10.5cm2 hotside. The car does weigh around 3000 lb, so one does have to consider that it's roughly 200 lb lighter. Nevertheless, it is very, very impressive.
FWIW, the quickest E.T. and best trap I am aware of with a stock 16G is a 10.59@127, and I don't even think it has a 10.5cm2 hotside. The car does weigh around 3000 lb, so one does have to consider that it's roughly 200 lb lighter. Nevertheless, it is very, very impressive.
yes that motor is fully work also, with a 2.1l at 9:1 i belive. something along that lines
Evolving Member
Joined: Jun 2005
Posts: 220
Likes: 0
From: Charleston, WV
Originally Posted by DragNRacing
So you have seen a stock EVO turbo with a ported hotside or a TME hold 24 - 25 PSI at 7400 RPM? How about at 8000 RPM?
Check check.
Originally Posted by cpdevo31
i have a 2003 stock turbo evo, and i have seen my boost hold 23 psi till 7200rpms. i wont go over that till my engine is built with out race gas.
Check your boost gauge.
Originally Posted by Ted B
I didn't inquire about a boost log.
FWIW, the quickest E.T. and best trap I am aware of with a stock 16G is a 10.59@127, and I don't even think it has a 10.5cm2 hotside. The car does weigh around 3000 lb, so one does have to consider that it's roughly 200 lb lighter. Nevertheless, it is very, very impressive.
FWIW, the quickest E.T. and best trap I am aware of with a stock 16G is a 10.59@127, and I don't even think it has a 10.5cm2 hotside. The car does weigh around 3000 lb, so one does have to consider that it's roughly 200 lb lighter. Nevertheless, it is very, very impressive.
Stock Turbo Spec:
2003 EVO GSR Tarmac black
CB ported 10.5 stock turbo
BR SS O2 housing
BR 3" DP
AMS Race I/C
AMS VSR intake manifold w/75mm Accufab TB
AMS 1200hp fuel system w/1000cc inj.
AEM engine management
SBR 2.1 destroked longblock
JUN 272 cams
BR race radiator
BR motor mounts
HKS DLI ignition
ShepRacing transmission
ShepRacing RS transfer case
Tilton Carbon/Carbon clutch
AMS CF driveshaft(coming!)
BR shortshifter and shift bushings
RRE/Mullerized JIC FLA2 coilovers
AMS trailing arm bushings
Hotchkis rear sway bar w/perrin endlinks
AMS race brakes
Cusco rear trunk bar
DC sports Ti front STB
Chrome moly 6 point roll bar
Kossei T1-S 17x8.5 wheels
www.cbevo.com
Originally Posted by EVOlutionary
I don't agree with this statement. I don't think the bulk of the people looking for a turbo upgrade want it just so they can make more power on straight pump gas. Let's look at it this way -
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Let's say you have a stage IV, 10.5 and make 300WHP on pump and decide you want to get up to 350WHP. (this is just an example):
#1 - You could get an alcohol injection kit for $500 or buy a bunch of race gas for $500 and you can make 350WHP and keep stock spool-up.
-or-
#2 - You can pay $1500 - $4500 for a 50 trim turbo kit and make 350whp on pump gas and lose 500-1000 rpms of spool time.
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I think most people go for option #1 to get to 350WHP. Then from there you can get the 20G9 and jump up to 380WHP. Not very many smart buy a big turbo to use it solely with pump gas and below it's peak efficiency range.
What this turbo offers to the folks with a stage 4 and pump is this - same daily driveability as the stock turbo, plus when you want to race you have the option of throwing in some race gas, cranking up the boost and making about 80WHP and 80WTQ more.
(note - all WHP numbers are just made up examples used to show relative differences and should not be taken as a claim of what will be made)
EVOlutionary
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Let's say you have a stage IV, 10.5 and make 300WHP on pump and decide you want to get up to 350WHP. (this is just an example):
#1 - You could get an alcohol injection kit for $500 or buy a bunch of race gas for $500 and you can make 350WHP and keep stock spool-up.
-or-
#2 - You can pay $1500 - $4500 for a 50 trim turbo kit and make 350whp on pump gas and lose 500-1000 rpms of spool time.
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I think most people go for option #1 to get to 350WHP. Then from there you can get the 20G9 and jump up to 380WHP. Not very many smart buy a big turbo to use it solely with pump gas and below it's peak efficiency range.
What this turbo offers to the folks with a stage 4 and pump is this - same daily driveability as the stock turbo, plus when you want to race you have the option of throwing in some race gas, cranking up the boost and making about 80WHP and 80WTQ more.
(note - all WHP numbers are just made up examples used to show relative differences and should not be taken as a claim of what will be made)
EVOlutionary
Those results can only be achieved through a large turbo kit...which will easily set someone back 3k+....hence the sheepishness and the reason so many people get stuck at Stag IV.
Originally Posted by anjapower
I guess we'll have to agree to disagree. I know hell of a lot of stage IV evos but IIRC, only one of them is running alky injection. Everyone is waiting (perhaps because it is impossible) for a bolton upgrade that puts out 400 whp consitently, repeatedly, on a dynojet.
Those results can only be achieved through a large turbo kit...which will easily set someone back 3k+....hence the sheepishness and the reason so many people get stuck at Stag IV.
Those results can only be achieved through a large turbo kit...which will easily set someone back 3k+....hence the sheepishness and the reason so many people get stuck at Stag IV.
EVOlutionary
