Yeah I'm too tired to mess with it right now and the car had water dripping under it from me washing the bugs off... So I'll just wake up early tomorrow and see what I'm up against. From what I can tell it was misting out oil under pressure. Hopefully it's a minor thing and not a cracked line or something. I'm lucky it didn't happen during the drag racing or I doubt I would have made the 30 min drive home.

Compared to my basline 339 whp MD dyno run I'm quite confident that I'm already in the 360+ whp range with the higher boost and leaner AFR's compared to when I was on the Dyno last. Some addtional tuning should get me to the 380 whp range assuming I can get the turbo to hold 25 psi at the rev limiter. Cams and/or intake manifold would put this car into the solid 400-420 whp area where I think is about the limit I want to tackle with this Evo X and turbo combo.

If it was easy then everyone would be doing it, at least that's what I keep telling myself.

 

My 3071r problems have still not been resolved (going on over 1 month now). ATP state that apparently I need this
Divorced and transformable 3" Downpipe

to solve all my problems due to a bottleneck somewhere, as the boost dips around the 6.5k line.

http://www.atpturbo.com/Merchant2/me...egory_Code=BCS

What does everyone think as i am getting really tired of this "bolt on" issue?

 

On the good side with my Forge WGA with 2 turns of preload the taper is only 1 psi from 4000 rpm until 7000. However, I'm tapering massively past 7k myself so it seems to be "in the design" where the wastgate passage becomes an easier path than the exhaust side of the turbo for flow at some point. As a last ditch effort I may try and preload my Forge WGA to 4 or 5 turns and see what happens. Assuming I can still run 24 psi and not have a crazy boost spike it "may" resolve the issue.

That O2 DP combo with the external WGA looks pretty slick but you are right, this turbo was touted as a bolt on and 3 psi of taper isn't really acceptable for a design.

 

Looks like my OE Oil feed line is leaking right where the reinforced banjo bolt end is mated to the narrower hard line on the end that connects to the block. One of my friends was saying this is basically a slip fit where the banjo fitting is forced on, well it appears that vibration opened up a leak in that seam, the end doesn't rotate or anything though.

I may try harvesting the SS braided oil feed line off the Eclipse GSX which has a 50 Trim BB Garrett center section and "should" work. I have no idea if the fitting that is by the oil filter on the eclipse is the same as the female end in the block on the Evo X. Hopefully I won't have to remove the turbo again.

In the mean time I'm going to try and get it working with layer of jb quickweld and then put the longer drying time JB weld over the top and see if it holds til the replacement part gets here.

 

Based on your trap speed, I'd guess that you're about 410whp on a dynojet, so ~360 on a mustang dyno? So about 485 crank? Ballpark of course

 

i returned mine and got a fpred

 

heard the gt3076 and 3071 are both just having all types of issues.
The red is tried and true.

 

I just did 370whp/310wtq yesterday with ours....

27.6 psi..

stock ic pipes, cbrd fmic, cbrd catback, stock downpipe and o2 housing, stock inlet pipe...

we are still working with garretts engineers on our findings...

I think the turbo would be optimal in the smaller 3071R hotside (.7X)... instead of the .94 we have...

The housings as they are cast are huge... you cant really compare one AR of one housing to another housing style... but by the calculations, the .94 is about a 1.06 in a standard T3... which is WAY WAY too big for these cars on a turbo of this size.

cb

 

What kinda numbers do you usually pull on that dyno with a stock turbo?

 

a stock evo x makes 230ish MAYBE 240 if its cool out....

catback, intake, retune---- 300/300 ish

fmic, piping, little more boost 320/320

the HIGHEST ive done on stock turbo on 93 is 350/330

cb

 

Wow so a tad more hp with this turbo but less tq. FTL

Glad I saw this thread, if I over-heard a conversation in the street about a new Garrett turbo making hardly any extra power and less TQ, I wouldn't have believed it.

 

Wow, that's really low numbers (especially torque) for the GT3076....... I guess I'll stick with my Dom 2.0 for my car since it's pushing some pretty good numbers as is. I actually have a GT3076 sitting as a paper weight but we are planning to drop it into an engine with the Cosworth 2.2 stroker. Hope it does better with bigger displacement......

 

Makes sense that the exhaust housing is a little oversized for the wheels in use. Maybe sending it out to Forced Performance to get some 35R sized HTA wheels machined to fit would make it all come together. I think I can still get some decent power out of this turbo, and my torque numbers are likely closer to 340 range now after all the tweaking.

WOT on the highway at 26 psi from 4000-7000 is very strong, I just need to remove that taper from 7000-8000. It appears that the internal wastgate is a bit too efficient. I verified that even with my preload at 2 turns I was still able to run as low as 18 PSI of boost. I'm going to try and crank that sucker down until it raises minimum boost to 22-24 psi range and see if that holds it better on the top end.

In the mean time my car is going to be down over the weekend. The temporary fix of using JB Quik weld on the leaking turbo Oil feed off the block didn't hold, and it had regular JB weld hardened over the top of it that sat for 15 hrs. Not sure if it was the heat or oil pressure that killed it but it was fine idling in the driveway before work this morning. I have a new oil feed line coming in for Monday so hopefully I can do the swap and clean up the oil one more time and not have to mess with that nightmare anymore. I guess I'm lucky that the car didn't light on fire from all the oil hitting the manifold.

 

I would buy the red or dominator 2.5 over this! Good luck with the set up though!

 

I don't really agree that the larger turbine housing is too big , proper TS housings need to be reasonably big to have the lower turbine inlet pressure advantage .

I question Garrett's choice of producing these GT30 UHP turbines in the one 84 trim size , they obviously found this trim size lacking in their GT4088R and the Diesel spec GT3788R/GT3782R's - which went to 78 trim turbines ...

For reasons known only to themselves they won't give us their 60mm NS111 turbine in the "available" 76 or 73 trim sizes either .