we just got our first S200 T3 twinscroll turbo in today - its going to be really interesting to see how it does. Initially I prefer the T4 version due to its unmatched versatility, but the BW guys are telling me that the turbine wheel in the T3 version will really suprise me... we will see. I really just prefer the T4 stuff overall because it is so versatile. With the T3 you are pretty limited in terms of turbo selection, although they are killer for sub 500whp setups

as for buzzwords? Im guessing that variable turbine geometry like on the BV50 or the soon-to-be-released S300V would be BW's buzzwords... as for the FP HTA compressor wheels, evodan's twinscroll hta is doing real well, and we have the twinscroll HTA turbos in stock.

My favorite BW turbo for the evo at the moment is their S300SX 88-75 with a 1.00 a/r turbine hsg and a std compressor housing (no 90 degree). That would be an awesome turbo to compare to the twinscroll HTA86 on dan's car and the 40Rs weve used on other builds




thanks guys!

shoot him an email, his gf got surgery today so he was out of the office but will be back tomorrow. Im curious to see what the K29 billet turbo does on an evo - it could be very interesting on a built motor with a twinscroll header...


I assume you only tested the T3 singlescroll versions since you said its laggy? We recently ran a couple cars with the T3 singlescroll version of the S300SX 91-79 aka "S366" and were blown away at how much power we made

Ive found their ratings to be surprisingly accurate, however this catalog has a lot of typeO's - some of the ratings are too low others are too high. The engineers are updating that now and we will update our site. btw I spoke to the engineers regarding the turbos you said you damaged and they really wanted to work with you and help remedy the problem / get you taken care of... if youre still up for it let me know and ill get you in touch with them

agreed on all points, and from what ive learned you cant judge a book by its cover with the BW turbines, im excited to compare them to one another and the smaller garrett 30R stuff... weve got a lot to learn!

 

Hey geoff, how does the BW s300sx compare to the s366 ETT non XL turbo which is a 8" turbo. I have limited space under the nsx and I want something that will fit without modification to the frame. I am aiming for about 700whp.

 

We just made 707.75 AWHP at 38psi on an S362 with the .85 divided T3 hotside on E70 winter blend, full boost around 5k on a built 2.0 DSM, they're definitely impressive turbos.

 

Very nice, hopefully we will get our hands on one of these. I am trying to get the whole shop to convert to BW turbos

 

Steve, in no way am I trying to start a dyno debate but I am curious what one? PM me the answer if you want to. I am curious since it was on a DSM if it was a Link car and if so what the estimate lbs/min was?

Thinking about a 366 on a M30 3.5L BMW project one of my friends and I are doing...looks like time for some math

 

John you should def look into one, i used to use alot of the s300's on 240's and they flow ridiculous amounts of air. some of the best engineered turbos i have ever seen

 

It was on a dynojet, standard correction (uncorrected was within a couple hp), AWD, on DSMlink V3 running speed density so airflow is just that - an estimate. The logs show high 70s, but BoostEst is a bit high so I'd say realistically probably right around 70-ish. This is also on full 3" exhaust, bone stock throttle body and ignition, 8.5:1 compression, and BC280 cams, which everyone seems to think aren't as good as some others. The car's also 2900 lbs w/driver, it should be able to make pretty good use of the powerband.

 

You ever run any of them at 50psi??

 

the s300sx 91-79 is different from the S366, main difference is the BW uses their ultra-high flow 79.8mm turbine wheel while the bullseye uses a 76mm turbine wheel, in order to fit the undivided t3 housing. I dont think this makes much sense becuase you are going towards a mismatch and the bullseye turbine wheel is a downgrade IMHO. BW is smart to have only has the t4 turbine housings, whereas the bullseye has the option of a t3 singlescroll turbine housing and the smaller 76mm turbine wheel to fit the t3 housing.

If i were building a twin turbo NSX, i would use the twinscroll 88-75 1.00 a/r with one header having its own tial MVS wastegate and completely seperated going into the turbo. if you have questions lmk

im running a similar setup in my car, but using the t4 twinscroll 1.00 a/r, i made 591whp at 19psi on 91 octane

take a look at that S300SX 88-75, almost the same as the 362, but the t4 version, the 75mm turbine wheel on it has the best aero by far in the S300 family

hey mike -- i spoke with the borg warner engineers and they were really interested to hear about your problems and are happy to work with you to figure out why the turbos failed. if you woudl care to speak with them let me know!! they do have diesel applications that are running this boost level and greater

 

geoff I am just planning to run a single turbo. I want about 650-750 whp and I want to run a divided t4 turbo. Incase I decide to upgrade later. I might just go big with a sc6765 or something and get 750 and up the boost later if I want more.

 

take a look at the S300SX 88-75 1.00 a/r... its exactly for that power level

 

Yes they do, but diesels don't have throttle bodies that slam closed between shifts.

Here are the 360 thrust bearings for the S200, 300 & 400 BEP turbos



Couple more pins or screws and those thrust bearings are ready for high performance use!

 

hi geoff, any results on the S200 T3 or S200sx T4?

 

had one or two Rb series running them to 42psi never anything towards 50, never EVER had a turbo hit as hard as a BW, you do sacrifice a small amount of spool time but man any car feels like a jet trying to lift off the ground.

Hopefully pretty soon ill be getting a haltech from you and testing one of these K29 billet BW's, no doubt ill take that Piece to 50psi maybe 55

wassup Geoff

 

I made 479.5 whp and 443 ft/lbs on straight pump gas at 28psi with an S258 in the BEP T3 .70 hotside, which is a pretty big laggy housing for that size turbo. This was also on a DSM, bone stock 6 bolt (7.8:1 compression), stock head, mild FP2 cams on stock valvetrain, stock intake manifold (LOOONG runners).