541 whp........not too hard to do.
541 whp........not too hard to do.
Hi all,
Wanted to start a new thread about an old topic....our turbo kits. The other thread is getting very long
News.
Turbo kits were a huge project, took much longer than expected to finish. The casting, tooling and CNC work all seemed to have something that held it up. Finally we got a finished awesome product here. Just as we did and shipped the first few kits out of here our turbo supplier ran out of turbos. Now Garrett Industries is holding us up.
The best news is there are some kits out there and running very well.
The BR440 kit made 443 whp on race gas and 401 on pump gas.
The BR500 kit made 505 whp on race gas, we did not dyno it on pump gas.
Both of the above kits are complete with manifold, turbo, stainless steel 02 housing, new engine fan, lower i/c pipe and oil lines bolts right on. $2300.
The BR580 kit is what we have done the most driving and testing on. The kit has performed very well. Driveability is awesome. The turbo is making 10 psi of boost by 3,000 rpm and 20 psi at 3,800 rpm. We are using the EMS to tune with with this turbo. One kit we have out there has been driven from OH to CT then to MD, put quite a few miles on it, back to Ohio then to New Jersey and back to MD. Customer is happy as hell with it.
We have a customer car here that also has the turbo on it. This car is a complete rocket. At only 23 psi of boost we ran an 11.31 at 123 mph, as it is not our car we did not beat it into the ground trying to run well with it, it is capable of much more, a blast to drive.
Up until two days ago we had not dyno'd the BR580 kit. We finally have some numbers for it. Running our EVO on our dyno (2WD Dynojet) on 30 psi of boost we made 541 whp. Our EVO is still using the stock shortblock and all the stock fasteners and is still using the stock intake manifold and throttle body. We are swappping on our sheetmetal intake and larger throttle body this week and will continue testing. I am hoping the intake/tb change will gain us some horsepower and bring the numbers up closer to 580 whp at 30 psi of boost. No pump gas testing has been done on this turbo, yet.
Once the intake/TB is swapped our car will finally go back to AWD and back to the track for some real numbers. The car hasn't been run since last October which has definetely put us behind some other shops in the 1/4 mile time department.
The BR500 has been kicking some serious butt in California on Robert Fullers car. He just competed in the Ultimate Street Car Challenge and had the fastest road race lap times by over 1.5 seconds. He also made 420 whp with a mild tune on an AWD dyno in California with that turbo.
In the past we have put AWD DSM's in the 10.0's at 140 mph trap speeds without the use of nitrous with only 545 whp.
We plan to keep our EVO as most of you would like to keep it, handling and braking great and with the power steering, air conditioning and the comforts that it has intact. The car won't be a light weight stripped drag car. I have built too many of them in the past and want to do something different with this car. It is just too good to destroy in the quest for some super low 1/4 mile times. I would rather take the approach with the car that we have from the beginning. Build more usable power to use on the dragstrip, road course and just to run around in and enjoy.
What we have done since day one with this car has work well. We have customers that are going faster than we did with our own shop car using just our Staged upgrades, nothing is better than that! We have people dominating the road courses running high boost for very very long periods of time and then driving the cars home afterwards! That's what it is all about to us.
541 whp, that's just a start.
David Buschur
www.buschurracing.com
Wanted to start a new thread about an old topic....our turbo kits. The other thread is getting very long
News.
Turbo kits were a huge project, took much longer than expected to finish. The casting, tooling and CNC work all seemed to have something that held it up. Finally we got a finished awesome product here. Just as we did and shipped the first few kits out of here our turbo supplier ran out of turbos. Now Garrett Industries is holding us up.
The best news is there are some kits out there and running very well.
The BR440 kit made 443 whp on race gas and 401 on pump gas.
The BR500 kit made 505 whp on race gas, we did not dyno it on pump gas.
Both of the above kits are complete with manifold, turbo, stainless steel 02 housing, new engine fan, lower i/c pipe and oil lines bolts right on. $2300.
The BR580 kit is what we have done the most driving and testing on. The kit has performed very well. Driveability is awesome. The turbo is making 10 psi of boost by 3,000 rpm and 20 psi at 3,800 rpm. We are using the EMS to tune with with this turbo. One kit we have out there has been driven from OH to CT then to MD, put quite a few miles on it, back to Ohio then to New Jersey and back to MD. Customer is happy as hell with it.
We have a customer car here that also has the turbo on it. This car is a complete rocket. At only 23 psi of boost we ran an 11.31 at 123 mph, as it is not our car we did not beat it into the ground trying to run well with it, it is capable of much more, a blast to drive.
Up until two days ago we had not dyno'd the BR580 kit. We finally have some numbers for it. Running our EVO on our dyno (2WD Dynojet) on 30 psi of boost we made 541 whp. Our EVO is still using the stock shortblock and all the stock fasteners and is still using the stock intake manifold and throttle body. We are swappping on our sheetmetal intake and larger throttle body this week and will continue testing. I am hoping the intake/tb change will gain us some horsepower and bring the numbers up closer to 580 whp at 30 psi of boost. No pump gas testing has been done on this turbo, yet.
Once the intake/TB is swapped our car will finally go back to AWD and back to the track for some real numbers. The car hasn't been run since last October which has definetely put us behind some other shops in the 1/4 mile time department.
The BR500 has been kicking some serious butt in California on Robert Fullers car. He just competed in the Ultimate Street Car Challenge and had the fastest road race lap times by over 1.5 seconds. He also made 420 whp with a mild tune on an AWD dyno in California with that turbo.
In the past we have put AWD DSM's in the 10.0's at 140 mph trap speeds without the use of nitrous with only 545 whp.
We plan to keep our EVO as most of you would like to keep it, handling and braking great and with the power steering, air conditioning and the comforts that it has intact. The car won't be a light weight stripped drag car. I have built too many of them in the past and want to do something different with this car. It is just too good to destroy in the quest for some super low 1/4 mile times. I would rather take the approach with the car that we have from the beginning. Build more usable power to use on the dragstrip, road course and just to run around in and enjoy.
What we have done since day one with this car has work well. We have customers that are going faster than we did with our own shop car using just our Staged upgrades, nothing is better than that! We have people dominating the road courses running high boost for very very long periods of time and then driving the cars home afterwards! That's what it is all about to us.
541 whp, that's just a start.
David Buschur
www.buschurracing.com
Awesome update David. Glad to hear you guys taking that direction. 1/4 times don't mean much to me if they're in a car that's been stripped and prepped for all out race purposes. I can't wait to see what kind of numbers you will make with the manifold and TB. Keep us posted. 
Sounds good Dave. How realistic would it be to expect over 400whp on your BR500 kit on pump gas? I know of course the grade of the fuel is important but I always run 1 gallon of VP c-16 per full tank of my usual Sunoco pump gas, so what do u think? I hear also that the 500 usually is at boost in the juicy part of the band, around 3,800. I just switched over to the AEM EMS w/ map sensor in anticipation of installing your kit the 500 
Thanks for the updates, I thought you forgot about the old 4BANGR from NY 
Nice numbers!
I called and talked to Jarrod today, I just purchased your 3in Muffler delete and a 3in Catalytic convertor. I need to buy a 3in DP that clears the front bar without a spacer and fit the Cusco Brace. Then if I have the cash I'll be purchasing either your FMIC or RnRs.
BTW: I made 340AWHP with your Stage 1 with an AEM EMS. This was done at Turbotrix. And yes, that's 340 to the wheels on 93 octane with just your intake and exhaust, hallman boost controller and a Walbro pump. Stock Evo's are in the 230 range on their dyno.
I called and talked to Jarrod today, I just purchased your 3in Muffler delete and a 3in Catalytic convertor. I need to buy a 3in DP that clears the front bar without a spacer and fit the Cusco Brace. Then if I have the cash I'll be purchasing either your FMIC or RnRs.
BTW: I made 340AWHP with your Stage 1 with an AEM EMS. This was done at Turbotrix. And yes, that's 340 to the wheels on 93 octane with just your intake and exhaust, hallman boost controller and a Walbro pump. Stock Evo's are in the 230 range on their dyno.
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Sorry about leaving the BR580 turbo pricing out. The price on the BR580 kit is $2500. The turbos cost us more to have built.
Yes, 400 whp is more than possible on the BR500, the BR440 kit made 401 whp with a stock head, stock shortblock, stock intake and throttle body, on 94 octane.
The issues with the DP spacers should be over and done with. Well until these cars get a bunch of miles on them and the motor mounts get weak and start to sag. With the turbo kits we had to make a slight "twist" in the downpipe. By doing this we gained enough clearance to get the downpipe through without the spacers. We also have these downpipes in a "flanged" version so you can bolt them up to anyone else's parts in the back. We had to set up for this for the turbo kit sales.
As for our FMIC vs. someone else's.........I don't know how ours can be beat. Price and performance are the best you are going to find. On top of that the lower i/c plumbing that we have made for our kits mates up perfectly to our FMIC kits.
David Buschur
www.buschurracing.com
Yes, 400 whp is more than possible on the BR500, the BR440 kit made 401 whp with a stock head, stock shortblock, stock intake and throttle body, on 94 octane.
The issues with the DP spacers should be over and done with. Well until these cars get a bunch of miles on them and the motor mounts get weak and start to sag. With the turbo kits we had to make a slight "twist" in the downpipe. By doing this we gained enough clearance to get the downpipe through without the spacers. We also have these downpipes in a "flanged" version so you can bolt them up to anyone else's parts in the back. We had to set up for this for the turbo kit sales.
As for our FMIC vs. someone else's.........I don't know how ours can be beat. Price and performance are the best you are going to find. On top of that the lower i/c plumbing that we have made for our kits mates up perfectly to our FMIC kits.
David Buschur
www.buschurracing.com
One question, in your turbos are you using internal wastegates? Cause I have noticed all the competition is going for the Tial or HKS External WG's. Was curious why you didn't. Then again your largest kit is about a 1200-1500 bucks cheaper then theirs, and that would buy your DP that some offer with it, and the best HKS WG, or allow for FMIC and fuel upgrade.
Evolving Member
Joined: Apr 2004
Posts: 116
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From: CT
I was planning on getting the HKS GT3037S Kit, but shty for $2500. I'll definitely go with BR 580 kit. I do want to know the difference between the BR & HKS kit other than the brand and price of course... basically the good and bad. 
Why internally gated? Simple, two reasons are tied for number 1. First is cost and second is neatness of the install.
We wanted a very stealthy package that was super clean when installed on the car. Packaging the external wastegate on the car is very tight. The wastegate is extremely hot, just another part heat soak the engine bay and where most companies put them the radiator. An HKS wastegate is $385, then you have the tubing to mount it, tubing for the dump tube on it and the extra labor on our end to put the kit together. It really adds up quickly.
The number one reason to run an external wastegate is boost control. The larger the turbo the harder it is to control boost down low with an internal gate. You end up NOT being able to run low boost. With the turbo design we are using and the internal wastegate design low boost control is not a problem. We are running these down to 18 psi without any trouble or boost creep issues. At that point why mess around with the expense and extra mess of the external wastegate?
Differences in the HKS kit and our kit.
HKS uses a fabricated tubular header.
Our kit uses a Ni-resist high nickel cast manifold.
HKS uses an external wastegate.
Ours uses an internal wastegate.
Ours has a hand fabricated stainless steel 02 housing
HKS?
Ours has all the oil feed and return lines.
HKS?
Ours has the lower i/c plumbing.
HKS?
Ours comes with a new engine fan.
HKS?
I think the major difference is going to be the header opposed to our cast manifold and the internal vs. external wastegate.
We have kept the cost as low as we could. Honestly I think our kit is a steal for $2300-$2500 depending on which turbo you choose.
There is no fear of our manifold breaking, with a tubular header it is going to break/crap eventually, it is just a matter of when (and that is a FACT).
Thanks for the questions guys.
David Buschur
www.buschurracing.com
We wanted a very stealthy package that was super clean when installed on the car. Packaging the external wastegate on the car is very tight. The wastegate is extremely hot, just another part heat soak the engine bay and where most companies put them the radiator. An HKS wastegate is $385, then you have the tubing to mount it, tubing for the dump tube on it and the extra labor on our end to put the kit together. It really adds up quickly.
The number one reason to run an external wastegate is boost control. The larger the turbo the harder it is to control boost down low with an internal gate. You end up NOT being able to run low boost. With the turbo design we are using and the internal wastegate design low boost control is not a problem. We are running these down to 18 psi without any trouble or boost creep issues. At that point why mess around with the expense and extra mess of the external wastegate?
Differences in the HKS kit and our kit.
HKS uses a fabricated tubular header.
Our kit uses a Ni-resist high nickel cast manifold.
HKS uses an external wastegate.
Ours uses an internal wastegate.
Ours has a hand fabricated stainless steel 02 housing
HKS?
Ours has all the oil feed and return lines.
HKS?
Ours has the lower i/c plumbing.
HKS?
Ours comes with a new engine fan.
HKS?
I think the major difference is going to be the header opposed to our cast manifold and the internal vs. external wastegate.
We have kept the cost as low as we could. Honestly I think our kit is a steal for $2300-$2500 depending on which turbo you choose.
There is no fear of our manifold breaking, with a tubular header it is going to break/crap eventually, it is just a matter of when (and that is a FACT).
Thanks for the questions guys.
David Buschur
www.buschurracing.com
