Having a 2.2L built whats the biggest i can go and keep full size rad/ac?

 

Don't know if it is the biggest, but you can do a S372 SX-E (7273) with the Morrison Fab manifold. I did 663hp@wheels on 93 pump gas with the S366 SX-E (6668) on my 2.15L.
https://agpturbo.com/borg-warner-s37...3-13009095091/

 

Sounds similar to a g35-1050

 

G35-1050 - 6862
S372 SX-E - 7273

 

For most divided T4 standard placement setups that can clear AC, a 6870 is what initially comes to mind for the most flow/power potential. There is also an s372 mentioned by 240Z TwinTurbo which would just need a different turbine outlet flange (such as the 3" vband outlet option from Full-Race) to allow an O2 housing bend that can clear the AC compressor. Not sure how the s372 stacks up against a 6870 since the BW options generally require a larger wheel for the same lb/min of flow from the compressor. The S300 line is a little larger externally than the PTE so just be aware that some manifolds may not accommodate it.
No direct experience with how the G35-1050 would stack up vs both of those but the new divided T4 housings will fit well and actually a little smaller dimensionally (end to end) than the PTE and especially S300. Really curious when the G40 Garrett are released since it may fill that gap in power and frame size, especially if it is closer to the G35 or medium frame PTE externally. I'm sure there are other options in the same frame size that we just aren't as familiar with.

If you are willing to ditch AC, we do offer a large frame Evo 8/9 divided T4 standard placement manifold (that we need to finally add to the website) that clears g42/gt42/sportsman/S400 turbos etc with a full size (even 50mm/2" thick) radiator- but AC is out of the question since the large frame turbos are so long end to end that you can't leave room for both the compressor outlet and turbo outlet/O2 bend. Even the bulky vband compressor outlet should be changed/updated either way.

Hope that helps

 

Not trying to turn this into a divided vs vband discussion but some real world data exists down here in Florida. Some really fast evo's that just work. Dan's silver evo comes up ultra quick and makes over 1100whp. IIRC he had a 9569 then a 10569. The 9569 comes up so quick on the gear change the clutch would slip, the 10569 calmed it down. Transient response is really good for such a large turbocharger.
Dan has a FF kit but there is another local with a standard placement 9569 and AC.

Important to note they are T3 turbo's and backpressure could be a concern up top. A well setup car that is tuned well its not an issue .

The Super 99 comes up really well on a 1000whp mivec 2.2 . I don't think they make that anymore but it was replaced by the UHF wheel 9569 and 10569.

This is the 99 car around 42psi in 2nd. Its low compression, geared tall but still drives totally fine around town.

Dan's car dyno graph.

Not sure what power level you are trying to achieve but the transmission becomes the weak link. If you are staying with a syncro 5 speed something smaller like a 5858/6266 or something would work well and keep the rpm's down. If you are going for big power then a dog box or sequential is a solid move.

The 6870 is also a great turbocharger with a dog box.

 

Seeing that the G35-1050 has been mentioned here, anyone with more feedback on one of these ?

Also doing a 2.2L set up and have been thinking about the Morisson small runner mani with the G35-1050 Twinscroll.

 

My advice would be to run the Morrison Fab small runner manifold and an S362 SX-E (6268) or the S366 SX-E(6668 version). I made 601@wheels (wastegates recirculating) with the S362 and 663@wheels (open gates) with the S366 (6668 version), which where both done using 93 pump gas from Shell.

I doubt the G35-1050 will out spool even the S366 (6668 version) because it runs a 68mm compressor. The car will be much less knock prone with the larger turbine wheel and allow you to run more timing. The SX-E turbos are less than half the price, very durable, and they have ZERO issues with surge like I experienced with the GTX stuff. The G turbines do flow better than the older GTX turbine wheels, but you can never escape the fact that a G35 or GTX35 turbine wheel is only 62mm.

 

Looked on atp I didn't see divided housings for g series. Did I miss something?

 

https://www.atpturbo.com/mm5/merchan...egory_Code=GNA

 

Sorry kinda late to the party on this one being I've been so busy but this is nearly identical to what my turbo is. Kinda odd that it says 72mm rather then 71 being the 71mm is common but yet everything is the same. I was told by Forced inductions that the turbo I have is rated at 115 lbs per min rather then this one at 110. Kinda odd but cool none the less.

Here is what I have.
https://shop.forcedinductions.com/fo...-ar-t4-housing

To the op I will say this, these would be hard to fit ff with ac in the car and a full size rad as you were saying. The compressor housings are massive lol. I have a top mount with this turbo and I have had nothing but trouble fitting it in with a full size rad and ac even though JM fabs says it will work. I have no room for fans with my current manifold with the placement of the one wastegate. Good luck with your decision and every turbo mentioned they are all bad *** and anything you go with I am sure you will be happy with.

 

I've got the Par gearset hopefully that will hold, dont want to go seq or i'd just by an X

 

Didn't realize the s372 is on the kswap nsx which is destroying TT lambos from boostedboiz

 

It's def a bad *** turbo can't wait to get my s371 on the Dyno to see what it will do