damnit too bad i didnt know that Geoff. DSS is right down the road lol

l screw it lets go ahead with the 71 and if we dont like it we will switch to the 67
shoot me a PM

 

no problem, just let me know when you want to order it, weve been shipping them with no wait lately!

 

pmd ya

 

Thank you very uch for your suggestion, Geoff, YHPM.

 

Geoff, did the car have a stainless downpipe of a couple feet in length or did that aluminum section go right up to the turbo?

 

here are the results of my latest R14 testing:



this compares the S300P 0.80 a/r to the S300SX w/ 88mm compressor 1.00 a/r

orange: 0.80 a/r S300P, custom machined housing - 17.5psi tapering to 16psi
green: 0.80 a/r S300P, custom machined housing - 20.5psi tapering to 17.5psi

VS

pink:S300SX 88-75 1.00 a/r 19psi
blue: S300SX 88-75 1.00 a/r 19psi (same as above) with slight cam gear adjustment (advanced to +3 intake from +2, and added a little fuel during spoolup)


FWIW here is a customer's twinscroll STI with 83-75 1.00 a/r and 2.65L stroker:


^^I would have REALLY liked to get that powerband with my RB26, maybe will try the 83-75 1.00 a/.r next...

yes, stainless steel downpipe - to the alu exhaust. on all future top-mount turbo race cars i build, the exhaust is going out the hood "upside-downpipe"

 

Geoff,

Jeff's website <Evans> emphatically states that Borg Warner turbos require -4 oil lines,
whereas
Geoff's website recommends -3, or -4 with a restrictor.

Seems logical that BW's technical partner would have the correct info but the heavy emphasis on Jeff's website does cause some skepticism. (Perhaps he's referring to the Bullseye turbos?)

Please advise.

Regards,

H. Kurt Betton

P.S. Thanks for answering the earlier questions, particularly the unbiased "S300P" review.

 

I'm looking at the PTE 6262 or the HTA 3582 and came across the K29, can you tell me how comparable they are?

What size garrett turbo would you compare the K29 to? It looks to be about a 40R.

What Borg Warner or Bullseye turbo would you compare to the PTE 6262 or the HTA 3582? From what I have found the closest thing would be the S300sx 83-75 or the S362 correct?

 

For us DSM'ers, I wonder what is the smallest BW turbo that can make 500whp on 91-octane @ 30PSI. Thoughts?

 

probably would suggest the S200SX 75/70 in 1.15 a/r or the S300P in 0.80 a/r. of course this is assuming you have a divided manifold. Im not sure if you saw this link above, some good 75-70 feedback from an evo: http://www.lancerregister.com/showthread.php?t=313924

the K29 is a big turbo, basically a smaller and less efficient 4294R, in 40R size housings. This is not at all in line with the other turbos you are considering. The S300SX 83-75 or the S300P would be comparable to the other turbos you have listed, but this is considered a twinscroll turbo, although you could run it as a singlescroll T3 if you really wanted to. There will be far more options in the near future if none of these work for you

the right way to do this is to use a -4 AN feed line, and restriced to 0.050" or 0.035". The reason for this is that the large -4 line allows oil to get to the turbo immediately upon startup - this is where much of the wear to a turbo's bearing assy occurs. By using the restricotr, it prevents "over-oiling" as BW turbos are engineered to require small amounts of oil.

no problem - i am actually getting a lot of interest from people regarding that turbo, the vband Comp hsg to center section and the powerband is really attractive, despite the small-ish .80 a/r. I have a few customers that said they want to try it, so maybe we will find a lot more results from this going forwards

 

we are also looking into a 91/79 on a carf previously making 608whp on e85 here Geoff. Will be talking to you about that soon as well

 

so we finally got the 67mm 1.10 vs 67mm 1.25 vs 71mm 1.25 testing done this past saturday. The test car we used was a different drag honda than last time, and it already had a PPG gearset in it and DSS 5.9s, so it was good to go. This test car did not have a ported cyl head like the last car tested, and it has more off-the-shelf-parts so i believe it is a better respresentation of the "Average" guys turbo car. The boost went up from 30 to 32psi when changing the turbos (did not touch the boost controller) but this car tends to push coolant over 870hp, so we tried not to exceed that. Long story short -- the results as i recall (will go to the dyno tomorrow morning to verify and get the printouts, i could be a little bit off base here):

71mm S400SX 1.25 a/r --> ~840@30psi
67mm S400SX 1.25 a/r --> ~860@32psi
67mm S400SX 1.10 a/r --> ~810@32psi

will post the graphs tomorrow morning once i get back to the dyno

 

what engine and c/r in that honda

 

very interesting Geoff. never would have guessed the 67 would have been able to keep up with the 71.

I may after all come back to the 1.25 to test it also back to back on the 71 we got.
Then depending on how it spools we may get the 67 as well to test on the evo and see how it compares to this honda

 

Really interesting results, can't wait to see the graph for looking at spool differences, but these numbers with only 30/32 psi are great.....