They Dykem Blue the flat surface. They install the factory gasket over the two studs and align the remaining two bolt holes with the gasket and they scribe the TS openings in the gasket onto milled flat mating surface of the turbine housing. They port to the scribe marks. They taper down into the turbine inlet chamber. They do not port the entrances to the bypass ports...unless I missed something.

Likewise on the the exit side. They mount the factory gasket and scribe the mismatch. It's not rocket sci. I doubt that they spent much time on the entrances to the bypass ports though.

 

so reusing the factory manifold to turbine inlet gasket is irrelevant in my situation?

 

We have had some great feedback on these (many have gone overseas to AU)- Ill see if those guys will post up some data-

Im testing a new Ball Bearing setup this week with the o2 housing on it- and ill see if I can give some feedback on WGDC versus actual boost etc..

cb

 

Sparky, are you taking about the JMFab o2 housing or the new cbrd o2 housing. I have the JMFab o2 housing also that I was going to try but I don't think the boost creep issue is the o2 housing in my case.

 

I dont really think yours is suffering from creep per se, but to answer the question around 5psi. I have seen FP Black with a dump go from a minimum of 30psi (10psi of creep) to only 25 and not creep as the boost was increased. In the other thread I mentioned Tony's car that gains 10psi but does it globally with boost increase where after porting it would creep to 25 but level off at 25 when the boost controller was turned up.

Aaron

 

FYI, separating the cold and hot sides voids the FP warranty, if they figure out that you did it.

I'm surprised that you could only hit 23 psi with the OEM actuator. I had no problems running as high as 30 psi on the stock actuator on my old Red and Black. I wanted the softer actuator to run a meth failsafe. I used an EBC for boost control.

 

^ really? Didnt know separating turbo would void warranty, but I figure racing would void warranty also

When I had the stock wga on, I set the preload to minimal to see if i could keep the boost creep down. It might hold higher psi if I set more preload.

 

Yeah, I thought that a bit strange too, EVO8LTW. Stock IX actuator base spring pressure on a Red/Black should be around 12#. But, preloading to 23-24# should be doable and a 28-30# peak is w/i the realm of the imaginable. Like you said it would be a soft boost curve though. For Meth as you did it where you don't want too agressive a rate of spool until it starts spraying.... it would be nice. Not too desirable that soft w/E85 though.

 

Earlier on in this thread I had thought that maybe your issues could possibly be related to the O2 hsg. But, that was until Aaron pointed out that the O2 on your turbo was open internally. I had been going on the assumption that it was a divorced chamber design. But, due to Aaron's comments I researched the Titek v2 design which is indeed open and thus would not be a cause of your creep.

As far as the merged CBRD design, I just personally like it. If I had the money I would buy it for myself. But, I have never tested it. That JMFab looks great. Stop making me jealous, honda-guy, with all those pics of fancy kit and hardware will ya....LOL.

So, I agree with Aaron in that I do not see O2 housing playing a role in your creep issue. The fact that you are running an O2 that is open (undivided) internally eliminates the O2 from the list of possible suspects in your creep case. This helps us focus on the unported bypass as the primary suspect.

I am also agreeing with Aaron (yes, it's easier to agree with him, LOL) about a possible 3-5 PSI reduction in creep if you port the entrance to the bypass passageway thuroughly.

You'll have to forgive me as I am travelling by car presently and am w/o my laptop. So, I am a bit handicapped because I am having a rough time at posting with my unsmartphone.

 

Don't type and drive.

The o2 housing picture that I posted up is the new CBRD one. I don't have that one, I have the older JMFab one.

 

Yeah. Now that you mention it, that is the CBRD design. Do you know happen to know offhand what the main exit pipe diameter right off the turbine outlet is?

 

Not sure the size of the exducer on the turbine housing, I'll check when I get home but I think its very close to 2.5"

 

I am curious about the ID on the pipe that cbrd uses not the minor diameter of the turbine. Although, on second thought both diameters would be good to know.

 

working on some additional crank ventilation while the turbo is out. i know using an AN fitting with 90* adapter would probably flow better but it would make the line too close to the down pipe for my linking. i did drill out the bandjo bolt to increase flow. i couldn't find any banjo fittings locally, so i'm using a fuel line that i has sitting around, i think it's -4AN. i'll also put a thermal sleeve on it. i ordered a bandjo fitting with 7mm barb end but wont be here till next week. so i just want to get the turbo back on the car this weekend to see if the porting help alleviate some boost creep.

 

Hah! Honda fuel feed, I like it!!