Hey Dave,

Were the race gas runs done with the AEM EMS controlling boost or with the Halman manual boost controler?

Also, do you think this boost limitation is in the turbo itself or the EVO head flow on the exhaust side? I thought the turbo was named after the race gas HP figures on a DSM...but that was at higher boost right?

I will be at the shop Feb 26 for installation work, and if you have the turbo available by then, I will purchase one and have you install it at the same time as the rest of my parts

Keith

 

I for one am VERY excited about this BR475 (possibly the BR500) kit. It really encompasses EVERYTHING I look for in a kit. *Solid* numbers, R&D Time, and RealWorld application. I'm not the type that like to fiddle with my car before I drive it to work, nor do I want to have my car down for a weekend, let alone a week!

With no additional bells and whistles (ignition amplifying, standalone, etc) this seems to be the BEST kit on the market right now. I would also bet that the 401HP/353TQ numbers hold pretty consistant thru the entire later half of the RPM range. What often disappoints me from "big number" turbo kits is the "peakiness" of power, in other words no plateau on the dyno chart, just a sharp peak and drop in HP.

Keep up the good work, and put me down for one!

 

Dave,

I sincerly appoligize if you've answered this in the myst of pages this thread has turned into, but I'd like to know if you'll be offering "race gas" reflashes for your various "stages" allowing one to tune the car for racegas w/ a AFC or similar device?

 

David,
I live in New Jersey and the majority of gas stations around here carry 93 octane pump gas. I understand that the 401whp you achieved on the BR475 was with 94 octane. Can I expect the same results with 93 octane?
I would really like to have a reliable and driveable 400-430 whp evo on my hands. Your turbo kit is by far the highest in quality, craftsmanship and detail that I have seen on the market. Excellent work, you make us proud!!!!

 

slowtsi,
Yes, the BR580 is next on the schedule, or the head, not sure which.

Fourdoor,
The racegas tuning was done with the manual controller on the car. Yes, the turbo's were named for the whp they could produce. Up until our EVO we had not dyno'd a BR475, we had only sold them and seen the results from the track. Knowing the 20g had made 446 whp we thought we would be close with the BR475. We might have to rename it, or not.

JustDSM,
Doing a racegas FLASH for different stages is fine, but with the flash you would have to be careful on pump gas. More than likely we will stick with our standard pump gas flashes and then just let you crank the boost for more power on race gas. We have done a few custom flashes for race gas now. This puts the blame on you if you blow the engine from detonation. You would have to limit the boost to say 15-16 psi on a race gas flash if you were running pump gas.

Spoolin,
I think the 93 octane fuel will produce the same numbers as the 94 we are running. One point in octane shouldn't do much at all.

David Buschur
www.buschurracing.com

 

Hey David, I know that you have not tested it yet, but do you think that there is anything to be gained with the BR500 on pump gas (i.e. 93 octane)? Since the BR475 was not as large of a turbo as you were expecting and it did run out of breath at the higher RPM's, I just wanted to know if you thought a livable 430-450 WHP could come out of the BR500. I would be willing to sacrafice a little spool-up for the ability to hold boost if it would help the WHP. If the BR500 is only slightly bigger than the BR475 then the spool may be just a little behind, but it may be able to hold the boost to a higher level and not bleed off. Thanks for the time.

 

also, would you recommend installing larger injectors and cams (272) when upgrading to stage 3 and 4? i plan on running stage 4 for a couple of months and jump into a turbo upgrade but dont want to buy new parts again such as cams and injectors

 

Keeping this thread alive. These kits are more tasty since you guys provide financing, now perhaps i would like to hear the updates on parts coming out..

 

Joey,
The BR500 should make 450 whp on the EVO. I am wondering a lot lately how much the boost falling of has to do with the poor stock valve springs in the car. We may find out that after we change the head that the boost stays up where it should be. Like I have said, the turbo is performing just as we had hoped (BR475).

I'm not sure that we will test the BR500 next, I think we will probably jump to the BR580.

twstdevo,
In our stage 3 package the 264 cams are part of the kit. The 272's will give you more top end with very little low end sacrifice. The choice is yours.

The 680 cc injectors offered in Stg 4 are enough for the BR475.

If you complete our Stages up through Stg 4 you are then ready to move into the turbo upgrade with no additional parts needed. The AFC will more than likely run the car with the turbo kit just fine. It will NOT make the same whp as the EMS though. My guess is you will be down around 15 whp.

David Buschur
www.buschurracing.com

 

Dave

Your kit looks & sounds great, making it the most favorable i've seen to date. It's backed by a lot of valuable R&D in its fabrication. Looking forward to went it hit's the market.

Here are my Questions: RE: the fan being used for your kit.
What size & brand? What CFM does it move? Is this very necessary? Have you experienced over-heating on your Evo?

Thanks

 

The fan is a high volume SPAL, 12". I don't remember the CFM off the top of my head. We used it for the additional clearance needed for the turbo. The turbo kit will not fit with the stock fan in place, so it is needed.
We have not been able to get the car to overheat. Don't forget the car has another huge fan on the other side of the radiator. That one stays in I honestly think it would keep the car cool by itself.

I didn't want to cop out on you. I just went to look for the CFM on the big fan and cannot find it. This is the same fan we have been using in the DSM's. Sorry.

David Buschur
www.buschurracing.com

 

Dave

That's great, i really prefer SPAL to FAL and all others. I've used SPAL on all my previous cars (turbo Honda's). No need to check the CFM, once it's a SPAL i know it's got HIGH CFM!!

Jay

 

In that case do you know the order in which you are going to add the new parts on to the test car? What I am getting at is I too would be interested to see if the headwork allows the 475 to hold its boost if indeed the exhaust is stalling that badly above 300. I guess if it held boost then you would kind of have your cake and eat it to since you would still have the great spool-up (maybe even better with the exhaust flowing more) and it could hold its boost. We may be at the point with the head that tuners are forcing the pressure instead of letting it flow naturally. Have you set a price on just opening up the head would cost while retaining the stock valve size? I have already mentioned before that I have put in the Works spring and retainers (which you have not tested) so if I could just port the head and use the pieces that I already have then it would just make more sence economically. Hell, I already have quite a time trying to justify to my fiancee why I am spending the money on a car that she thinks is damn well fast enough! When I mentioned one of your turbo kits in passing last night all conversation stopped for a moment and I knew that I was in trouble! Anyway, please keep with not only the research and development, but the updates on what you are finding. You are taking a very methodical approach to solving problems and at the same time justifing why things NEED to be changed rather then just throwing things at the engine and hoping for results. I will get flamed for this, but I can promise you that succesfull teams such as you find in NASCAR do not just throw things on the engine and hope for the best either. It would be neat to see if some porting allowed the BR475 to really perform in the upper end while keeping the stock-like spool. The best of both worlds!

 

I agree with you completely. Throwing parts at a car is not the way to go.

I don't know where we are going from here, whether we will be bolting on a larger turbo or swapping the head. My ideas change from day to day.

I will keep you informed though.

As far as doing your head. From the latest results on the flow bench NOT installing the valves we are using would quite frankly be stupid.

As a matter of fact I won't do it. The increase on the intake side was so large that it is a waste of time.

I can do the head without the springs and retainers though, I will just re-install yours. I would like to test them while they are here though.

The heads are $1600 with your core. That price includes all the porting, o-ring, new valves, springs and titanium retainers. If I re-use your springs and retainers I will do it for $1400.

Thanks,
David Buschur
www.buschurracing.com

 

Here's a vote for doing the ported head next and sticking with your 264/264 cams and the smaller turbo. It's the most logical setup for someone who wants optimal street performance, which has been the direction that most of your staged upgrades have taken. So, Stage 4 + BR475 + ported head next. Then add the bigger turbo. Then swap the cams for something more aggressive. At least that's my viewpoint