I have one.

wastegate and wastegate holes are 15% bigger, than standard evo 9

10.5 housing. and inside it does look also a little larger.

I have that turbo on my fiat coupe 2.0 16v turbo, and car is coming back on

road today, so will let you know some results soon :

-spooling, power etc..

 

You have any pics?

 

You can't go wrong with a "100% No Fake Item" guarantee lol

 

 

On the other hand, it could work great...

 

Here is one picture :

http://s224.photobucket.com/albums/d...inehousing.jpg

and even the turbine wheel side, after the wheel , is

bigger. if I remember correct, the standard model is around 62mm, on the outside,

and with 11.5 housing, its 64mm . ( on the picture it looks smaller )

and the wastegate flapper is on the standard around 39.8-39.9mm and with the new on its around 46mm. and alot bigger holes too !

sorry, but didnt take much pictures on this, before putting in, but the quality seems

as good as standard.

fits plug and play !

 

The larger wastegate probably isn't a good thing for guys pushing a turbo to the max. Just gives the exhaust more area to push against to overcome the actuator spring.
The scroll doesn't look any bigger externally, but I don't think the 10.5 looks much bigger then the 9.8 either.

 

My opinion is, that with small turbo you can get better control, if you have bigger wastegate.

 

The larger wastegate would be great for a FP Black on stock motor

But yes, smaller wastegate flapper the better for holding more boost out the top but also will induce boost spike at low boost levels. Built motor I don't mind boost spike, but not on stock block

Mikey

 

I've never really had boost spike or creep issues so I've never seen the need for larger wastegates. I usually have pretty high flow O2 housings though that put a lot of emphasis on good wastegate flow. Between that and a quality boost controller, I've never had a problem.

I even ported this turbo to try and direct flow away from the wastegate yet it still has no trouble holding under 12 psi to redline.

 

Just so people can see the pic w/out clicking on the link.

 

I wonder if this 11.5cm could be ported? Any pics of the inlet? Could open it up to 12cm.

 

I was just posting the pic for jarkko I believe from Finland who has the housing.

 

You can port the mouth of the housing all you want but you can't port the scroll around the turbine wheel. Therefore it is still at 11.5cm housing since you are not increasing the flow potential around the turbine wheel. The only way to port the scroll is to extrude hone it. I thought about this before I decided to convert my Black to Single Scroll but the problem with extrude honing it is that you will make the divide between the scroll's that go around the turbine wheel so thin that it will break off and destroy your turbo. This is a problem without porting the scroll as a lot of people have broke that divide on high hp cars, even with the stock unported housing. Increasing the EGTs will overtime break the divide, resulting in destroying your turbine wheel. My stock housing had a broken divide and it was almost ready to fall into my turbine wheel. I'm glad I converted it to single scroll otherwise I could have lost the turbo.

So all in all, if a stock divide is weak in the first place, there is really no way to port the scroll that I know, and still expect for the turbo to last... I'm not even sure that a extrude honed housing will last more then a few pulls as the EGTs start to increase you will fatigue the divide quickly...That is why I decided to remove the entire divide then port the living **** out of it. Now I don't have to worry about a divide breaking, but in return I lost my spool of a TS turbo.

Just my .02 cents

Mikey

 

Something to think about though: You can improve flow into and out of the turbine housing by porting the turbine inlet and the turbine outlet areas of the turbine housing. By reducing exhaust backpressure and increasing gas velocity through the housing you can increase the flow past the turbine wheel. Also, by porting you are altering the pressure differential between the turbine inlet and the turbine outlet.