This turbo uses the stock housings and bolts to your existing setup.

 

Hey just wondering why you guys think the torque is way lower then the hp. Most of the dynos i have looked at the torque is higher then the hp. Just wondering. Either way my turbo will be sent out monday to you guys thanks.

 

dear nick,

my financial fantasy world did not include selling my 9 for an X. and while i was away for the last couple of weeks, i really accepted that the evo 9 was where i would put my future time and effort into.

i would like to take this opportunity to express my heavy distaste for you because i am now seriously thinking of an evo 10 again. one day, i'll introduce my grandkids to you. they'll know you as the guy that inspired me to blow their inheritance.

will you please make the mivec and timing adjustments? i mean, the holy grail of evo 9 turbos was stock like spool, over 400whp on a dynojet, on pump. i can think of one guy that did it, on 91 at that, on the green, but with an AEM and a lot of his accumulated ecuflash experience going into his own personal car.

this is basically at or about 400whp on a dynojet on what is not the final tuning solution. congratulations to you and blouch. the DD/ roadrace guys like me that want consistent power, all the time, and think that drag racing is for the gheys are basically going to jump all over this turbo. at least, that's what i'd bet on in vegas.

 

i also would like to know flash gains and price since i am local. good stuff

 

Hit me up with a pm on some details and when this is available. I am very interested. thanks


Matt

 

Those are some nice numbers, considering the slight modifications =]

 

Looks like a great turbo!

 

Niice

 

Want new turbo...

 

What size compressor wheel? How is this thing making such huge power without any mivec adjustments or ign tuning yet? Th car's got like half a tune right now and it's still whoopin ***. Plus, mivec makes HUGE differences in spool and this thing isn't that laggy to begin with! I know that some other companies were making a turbo like this using the stock housing with a 20 g compressor wheel and it didn't make ay where near as much power.

I believe it was AGP and even the guys at carrito were using a prototype from FP called the red, but it only made like 400 on a dynojet, which is like 340-350 tops on a mustang like yours, and you think that with some more tuning this thing will make 400 on YOUR dyno? That's crazy, how, how, how? Ugh, my wife's gonna kill me if I buy this but I don't care. Sigh...How much is it?

 

collection of parts for my upcoming 09 white evo x mr

ams fmic/pipes
works springs until I can afford robispec
works ss brake lines
19x9.5 blk ssr type f wheels
265/30/19 falken fk452 tires
kics r40 neo chro lug nuts
agency power bov
gruppe m carbon intake? 95% sold on it
chargespeed carbon ducts & vortex generator
apexcone 55watt 8,000k HID's
clifford remote & V1 radar detector
bushur reflash as soon as I have my new baby
more to come...

 

^This is completely irrelivant to what we are talking about here. If you want to start a thread about how much power the mr's tranny will handle then do so. You'll get nothing though, as anything right now will be pure speculation at this point. Most likely it will not handle very much though, as those types of trannies generally don't unless they are designed around huge power from the factory. You cannot even upgrade the clutches as the unit itself is not serviceable. It even says in one of the tech training videos about the car that if there's a problem with it that the entire unit needs to be replaced because it's not serviceable. It's a sealed unit that is not meant for modification of any kind. In any case, I hope this helps amswer your question and in the future try to stay on topic please.

 

If you want an evo to mod the the GSR is the way to go PERIOD.

 

The compressor wheel is a Garrett wheel that flows 52lbs per min



Mike

 

Joe,

Peak torque will normally be higher on cars that run more boost than the engine can capacitate. Meaning that down low the engine can process all the airflow being presented, but up top the Volumetric Efficiency of the combination falls off. Whether it is due to exhaust capacity or the efficiency of the entire combination of parts.
On stock style turbos and the 4g63 you will see people running upwards of 25 psi and torque falling drastically after 5600 rpm. The exhaust pressure rises rapidly causing reversion and a very diluted intake charge. Torque multiplication falls vs time and thus you will have less PEAK HP over what your numerical peak torque figure shows. The engine has to be able to use the available pressure behind the valve. Smaller turbines and housings are not very efficient in the higher rpms.
Secondly it will depend on the tune as well. Normally on Pump gas tunes we will run conservative timing values down low to keep EGTs and cylinder pressure in check up top. MIVEC tuning can become very useful but ignition timing can cause catastrophic failure if the volatility of the fuel is too high vs the timing associated with the particular load the engine is seeing.

EDIT: Also to add to my original comment. MIVEC adjustments allow for a broad and wide Torque curve or line. I prefer to tune the car so that it feels smooth and linear rather than peaky and seemingly falling on its face.