HTA 71, Here I Come!
Agreed! That is awesome, man! Interesting to me that it got a "white" designation on the comp cover. Did you find a solution for getting your intake to fit? Dunno if you saw but I posted a link that was selling it for slightly cheaper.
Turbo and intake pipe and gasket kit are in! I'll take photos when I get home, but im a bit nervous taking it out of the box with the turbine just kinda chillin' in the open. I'll have the WGA and turbine clamp in tomorrow. I'll take pics both with it apart, as well as fully assembled as post them up when I can. For now, here it is nice and safe in the box.
Evolving Member
Joined: Jun 2004
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From: Australia
Hi again , the only reason I thought about the 68HTA compressor was because I think I remember reading that it was supposed to move approx 10% more air than the std 16G6 wheel .
I can understand that money comes into this and I think I remember people saying that the bit extra the 68HTA pumps over std isn't worth the effort .
I try to stay focused on the performance I want with a road car and as David said at the time the 68 conversion still includes a rebuilt core .
My finding over the years has been that anything to do with turbos is expensive , I tend to be a bit conservative size wise because the bit that starts to get lost is the bit I've missed the most in a roadlie . The compromise I make is that I can forsake the very top end for slightly more linear power where I use it all the time .
This is not to nock what you have and I'm most interested to hear how it goes when finished .
Mine is a 99 Evo 6 GSR and I'm going with a 9RS turbo because I want strong torque from nowhere revs and the 9 comp housing is an upgrade over the std turbo which is basically an 8 one with the early 10.5 t housing .
Going from 11 to 18 pounds boost won't hurt either but remembering that E6 conrods aren't as strong as E9 ones are .
Cheers Adrian .
I can understand that money comes into this and I think I remember people saying that the bit extra the 68HTA pumps over std isn't worth the effort .
I try to stay focused on the performance I want with a road car and as David said at the time the 68 conversion still includes a rebuilt core .
My finding over the years has been that anything to do with turbos is expensive , I tend to be a bit conservative size wise because the bit that starts to get lost is the bit I've missed the most in a roadlie . The compromise I make is that I can forsake the very top end for slightly more linear power where I use it all the time .
This is not to nock what you have and I'm most interested to hear how it goes when finished .
Mine is a 99 Evo 6 GSR and I'm going with a 9RS turbo because I want strong torque from nowhere revs and the 9 comp housing is an upgrade over the std turbo which is basically an 8 one with the early 10.5 t housing .
Going from 11 to 18 pounds boost won't hurt either but remembering that E6 conrods aren't as strong as E9 ones are .
Cheers Adrian .
Hi again , the only reason I thought about the 68HTA compressor was because I think I remember reading that it was supposed to move approx 10% more air than the std 16G6 wheel .
I can understand that money comes into this and I think I remember people saying that the bit extra the 68HTA pumps over std isn't worth the effort .
I try to stay focused on the performance I want with a road car and as David said at the time the 68 conversion still includes a rebuilt core .
My finding over the years has been that anything to do with turbos is expensive , I tend to be a bit conservative size wise because the bit that starts to get lost is the bit I've missed the most in a roadlie . The compromise I make is that I can forsake the very top end for slightly more linear power where I use it all the time .
This is not to nock what you have and I'm most interested to hear how it goes when finished .
Mine is a 99 Evo 6 GSR and I'm going with a 9RS turbo because I want strong torque from nowhere revs and the 9 comp housing is an upgrade over the std turbo which is basically an 8 one with the early 10.5 t housing .
Going from 11 to 18 pounds boost won't hurt either but remembering that E6 conrods aren't as strong as E9 ones are .
Cheers Adrian .
I can understand that money comes into this and I think I remember people saying that the bit extra the 68HTA pumps over std isn't worth the effort .
I try to stay focused on the performance I want with a road car and as David said at the time the 68 conversion still includes a rebuilt core .
My finding over the years has been that anything to do with turbos is expensive , I tend to be a bit conservative size wise because the bit that starts to get lost is the bit I've missed the most in a roadlie . The compromise I make is that I can forsake the very top end for slightly more linear power where I use it all the time .
This is not to nock what you have and I'm most interested to hear how it goes when finished .
Mine is a 99 Evo 6 GSR and I'm going with a 9RS turbo because I want strong torque from nowhere revs and the 9 comp housing is an upgrade over the std turbo which is basically an 8 one with the early 10.5 t housing .
Going from 11 to 18 pounds boost won't hurt either but remembering that E6 conrods aren't as strong as E9 ones are .
Cheers Adrian .
I'll definitely be posting as much data as I can. The local tuning shoop, Ziptie Dynowerks will be working with me each step of the way to illustrate before/after dyno results, and I plan on sharing them. Hopefully, I can even get some video. I wanna hear this thing!
The turbo has arrived. I haven't yet mated the turbine housing to the CHRA, but will do that this afternoon. The 18psi WGA should be arriving today as well. At this point, I'm waiting for a damn exhaust manifold gasket. Getting pretty eager!
The car goes in this thursday for for baseline pulls. New parts go on friday, and RCI's 1000cc injectors will get flow-benched and checked to see how they do. My guess is they'll do just fine. Saturday morning the final tuning will be done. All services done by a local tuner and shop out here, Ziptie Dynowerks. Numbers will go up this weekend if all goes well!
Good luck. Looking forward to the numbers...
The car goes in this thursday for for baseline pulls. New parts go on friday, and RCI's 1000cc injectors will get flow-benched and checked to see how they do. My guess is they'll do just fine. Saturday morning the final tuning will be done. All services done by a local tuner and shop out here, Ziptie Dynowerks. Numbers will go up this weekend if all goes well!
This upgrade was purchased through forcedperformance.net. Here's a link to a list of turbo's they can upgrade, and costs.
http://store.forcedperformance.net/m...=Turbo-Upgrade
In the case of the 71HTA upgrade, you don't send your turbo in. For the FP Green 73HTA, as well as the FP Red, and FP Black, you do send your turbo in. With this particular upgrade, they charge you $650.00 +100.00 core charge and they send you the CHRA and stock appearing compressor housing. A few of us doing this upgrade opted to pay an extra 150.00 for their FP Flow advancement port cover, and an intake tube ($125.00) to fit the newer, wider opening. To install the turbo you should be able to separate the hotside from the CHRA, pop out your old CHRA and compressor housing and install the parts FP send you. You have the option of sending your CHRA + compressor side back to them for a refund of the $100.00 core charge. I had a spare turbine housing sitting around, so this means I can install a whole new turbo and remove the old turbo completely. I'm unsure on whether I will sell it, or just keep it around to do something with later.
If you do want to send your turbo in, the FP Green 73HTA is nearly within your budget. I might suggest going that route if you can afford the downtime and the extra couple hundred dollars. Associated costs are on the form that I linked above. If you go the route I took, its likely FP can send you the 71HTA within a week. Then its just a matter of installing it, or finding someone to install it for you.
I plan on having the car tuned after its installation. It may or may not be necessary, but I think its always a good idea. It supposedly flows 20% more, so I kind of assume you'll want to do this.
Last edited by boozeup&riot; Jun 5, 2012 at 01:44 PM.
Took the car to Ziptie Dynowerks here in Salt Lake City, yesterday. After dialing it in the car put down 301whp and 324wtq on their mustang dyno. I'm pretty happy with those numbers and it can only go up from here! 71HTA, fuel pump, and injectors go on today. They are also flow-benching them to see how well these RCI 1000CC injectors do. They last set of these injectors they tested were within 2cc of each other. 
Interesting. How much boost were you running? I would have expected higher... You think you will crack 400..
Took the car to Ziptie Dynowerks here in Salt Lake City, yesterday. After dialing it in the car put down 301whp and 324wtq on their mustang dyno. I'm pretty happy with those numbers and it can only go up from here! 71HTA, fuel pump, and injectors go on today. They are also flow-benching them to see how well these RCI 1000CC injectors do. They last set of these injectors they tested were within 2cc of each other.
Sorry, to clarify: The parts haven't been installed yet. That is happening today. This is only to see what the car puts down before they are installed to get an accurate before/after. I also do not think I'll crack 400whp on their mustang dyno on 91 octane at this altitude. Stock evos on that dyno put down around 220-230~ on that dyno. My guess/hope is that I inch up to close to 370. We'll know on saturday!
Ahh ok... That is my goal to hit 450 why I am curious to see what you do. I may go this route but not sold yet.
Sorry, to clarify: The parts haven't been installed yet. That is happening today. This is only to see what the car puts down before they are installed to get an accurate before/after. I also do not think I'll crack 400whp on their mustang dyno on 91 octane at this altitude. Stock evos on that dyno put down around 220-230~ on that dyno. My guess/hope is that I inch up to close to 370. We'll know on saturday!
