That should be interesting colonelfox. Here is a currently ongoing build of a twin scroll HX35 on an 2.3 EVO VII:

 

Well I figured it's about time I posted this up, seeing that I finished it up about 5-6 weeks ago. The turbo is a Holset HE351CW with a 7 blade 60mm compressor wheel and a 9cm 4" v-band hotside.

This was the initial install, I'll get some better underhood shots when it isn't raining out. So far I'm running it on a modified ISP top mount manifold that I swapped to a T3 flange, a Tial 38mm wastegate, FIC 1000cc injectors, custom fabricated 4" v-band to 3" DP, and also fabricated a section of lower IC pipe coming off the turbo to mate up with my Nisei LICP. The car has all the other normal supporting mods (cams, full turbo back exhaust, UICP, 3.5" FMIC, walbro, etc.) and I performed all the SD swap, tuning, and fabrication work for this setup. Currently I'm running 24psi, it's a tad laggy but the top end won't stop making power. I've been able to add a total of 16 degrees timing advance at peak torque and still has no knock, so the next step is to slowly increase pressure and timing until I stop seeing any gains or I feel the motor can't take much more without flying apart lol.

 

Very nice. I recently made the E85 switch and in evom mode virtual dyno room has me at 515 WHP at 30 psi on the HX35, and 554 using the dynojet average. These turbos really come alive over 25 psi. I'm waiting for another dyno day to get some solid numbers but I should be right around the 510 WHP mark. Thats some crazy peak timing though. Best I saw on Meth and 93 was 9 degrees peak torque and that still got me a count of knock here and there. I'm at 3 degrees swinging to 16 by redline on E85 and this thing pulls like a freight train from 5 psi until I let off. It's an absolute blast to drive.

 

Be careful w/ too much timing advance on E85, the stuff will not knock. Are you still making additional power w/ each degree of advance at peak torque. Definitely adhere to MBT. You can usually run a ton of timing out the top, but still need to be careful at peak torque.

 

Not even on E85, still on 93 pump gas. I've been pulling the plugs every 100 miles or so to look for pepper spots/glitter spots on the porcelain that's usually indicative of slight/moderate knock and so far they're spotless. The only knock counts I usually see is the typical "phantom" knock area right as manifold pressure hits 0. I haven't noticed any major increases in EGT's either, and so far every degree increase has shown a gain in power and not leveled off yet. That being said, I think I'm pretty much at the limit of timing I feel comfortable running, and I think the rich AFR has helped out with that as I still have to take almost a half a point out of the AFR, as I still drop down to the 10.9 range heading towards the top end. I also think that the slow lag time has helped as well, since peak torque doesn't happen now until almost 5,000rpm allowing me more spark advance to try and "keep up" with the rpm.

 

Oh man you mean to tell me some evo guys are looking on eBay. I thought that was against straight up jdm Fanboy code. LOL. There are some sick dsms with holsets. I know bullseye made the dsm flange for dsms do they do anything for evos yet?

 

I did very well with peak timing at 9 A/f at 12.5 to spoolup then 11.5 across the board at 25psi on 93. Adding meth injection I pushed it to 28-29# and 11.7 to redline. Boost is where the real power is. Ive tuned a lot of evos that way. At a certain point a degree of timing is adding 2-3 ft lbs and a couple HP whereas a # of boost is 15-20 hp and those few ft lbs you would have gained pushing the timing. Thats just my 2 cents. With that high of a peak timing youre 2-3 counts at wot away from popping a motor or headgasket especially with that much airflow so be careful. You are hitting peak before me though. I see it around 5700 rpm.

 

Back from the dead. Anything new/interesting going on with holsets in the past year? If I successfully trade my STi for an EVO, I'm quite interested in getting a holset.

 

I want to install in the next weeks, a Holset H1C on my Evo 5. 2.0 forged with MR Cams and E85.

Think to install in the stock manifold with a adapter T3.

http://cgi.ebay.com/ebaymotors/Manif...Q5fAccessories

I think it will have space between the block and turbo.

But i have a question about the full boost at X rpm??? 3500rpm maybe ?

 

i have a t4 devided h1e here would anyone be able to help me with info what it might run or if its any use to me

 

what what i need to go from a stock IX setup to an HX35?

 

subscribed =D

 

T3 flanged hotside for the turbo and a T3 manifold. That would be easiest.

 

Looking into the hx35... where to find the manifolds?

 

lots of places...

ebay has the single scroll manifold versions. or the more expensive route most popular manifold builders offer T3 manifolds. JMF, ETS, Shearer etc. If you are using a single scroll manifold coupled with a twin scroll housing (holset housing for the budget minded), it is recommended you chamfer the divider. The preferred method is getting BEP's T3 .70 housing.

If you are going with a twinscroll manifold it gets more expensive...JMF, shearer, etc. Also if you are going twinscroll it is of Full Race's opinion that the T3 flange restricts in a TS variant, that a T4 flange is a better for that choice. So IMO you either go after the HX40 T4 17cm housing, or if you really want an HX35 (t3 footprint) either live with the T3 TS flange, or get a garret .70, .84, T4 TS housing machined for it. And to answer any questions no... they are not too small for the holsets. Holsets flow well in small housings so I would not hesitate to put them in a small TS housing btw. If you noticed the Holset turbine wheels gulf the older garret GT turbines of similarly sized turbos. Garrets typically need overcompensated sized housings to coax more flow from them. Hence why people reccomend 1.06, 1.15 etc sized housings. Holset's typically build their flow potential from their bigger turbine wheels, and thus can flow well in very small housings which is the BIG reason why they outperform the GT series and older garrets. The holset turbine wheels are significantly better because they have to be. They are designed to catch slow moving diesel exhaust, so they need to be as efficient as possible.


Along with a manifold you will also need a custom feel line from the filter housing, and most likely need a restrictor (depending on pressure anywhere from .75 to .100), custom return line, and of course since to modify hot side charge pipping and or cover to fit your needs.