I was considering trying to make the stock flapper work again but kick in a few PSI before the external would be activated. That would keep the pulses seperate until it was pretty much at 20+ psi. Then again the garrett internal WG was completely sheared off so I would have had to get the turbo repaired or replaced which meant more down time.

Welding in a plate leading from the current twin internal WG opening to the Tial opening crossed my mind. Due to time I decided to test to see how bad it was without messing around and so far I'm perfectly fine with the ~3450-3500 spool to 20 psi in 4th. Granted after seeing the low end gains with switching to the Full-Race manifold there may be another few hundred rpm of spool to be gained but I won't tear into the turbo again to "just" correct the twin scroll functionality.

Personally I think that as the turbo is spooling that a good 80%+ of the gasses are flowing into each side of the turbo and that the pulses mixing by going the long way towards the WG, doing a 180* turn and then encountering the other set of pulses are likely cancelling each other out for the most part. I could be wrong but when I did some mild porting leading to the entrance of the hotside I targeted a bit of extra port work to favor flow towards the wheels and not the WG's. If anyone goes with this setup I would be very interested in before and after results if that was the only change made!

 

Perhaps Chad (CBRD) can fill in the details of the specs more but basically it's the BBK for the Evo X or "BB-X" turbo wheels that are looking very promising.

Not a problem, I like to give feedback so others can make informed decisions.

About the only thing I would consider is to test the effect of larger runners (~46-48mm OD) on the head side and either transition them over a 4" section or step them down in 2mm OD segments as it approaches the turbo flange to the 42mm runners. I have no idea what diameter the piping is typically available in so it might not be realistic. Still it might be a good mix that has high velocity when spooling the turbo and allow slightly more HP capacity on the top end. Either way it seems like it will be fine for the HP goals that I have set so it would just be a minor test/tweak for higher HP setups. Based on what I've seen going 48mm OD all the way to the turbo flange isn't needed until higher flow requirements.

 

You basically just answered all the questions I just sent you via PM.

For the modification of the wastegate depending on the work involve I wouldn't mind making minor modification to mine when I get it as I plan to run external wastegate like Hiboost.

I can't easily picture the changes that have to be made at this point as I don't have turbo in hand yet but will PM you Hiboost once I receive it around the 31st.

 

ok,

dont want to thread jack but here is info..

our turbo uses a similar compressor wheel to our 33RB garrett frame turbo... but its machined for the evo X housing... it also uses a new turbine wheel and shaft... and comes with an upgraded actuator

The turbo is apprx 57 lbs min on the compressor side.... obviously being in the stock housing that affects flow because its not as "nice" as a true garrett 4" style compressor cover with 2.5" outlet and the turbine housing is unique...

we tried everything from a Ti turbine with 42 lbs min compressor all the way up to 67 lbs min with a big turbine.... and also tested garretts gt3076R for them with two different hotsides and the WG revisions...

the BB-X was the best combination we found

CB

 

hey i know no one posted on this since may but i have a dilema. im ordering the gt35r but dont know whether to get the 1.06 a/r, .82a/r, or .63 a/r. im going to be using it on my evo x with a fullrace exhaust manifold and an atp divorced downpipe with external tial 44mm wastegate. the turbine flange will be mitsu so i wont have a problem in that sense. so my question is.. which one of the 3 a/r's works best, is the safest, and gives most power. thanks guys!

 

Hmm... i think you're a bit confused. If you want to use this Full-Race exhaust manifold and ATP divorced downpipe, then you need a Evo X specific direct-replacement turbo. So that leaves the ATP GT3582R which you will want in the 0.94 A/R Garrett Evo X turbine housing. The other option is the 0.73 A/R Garrett Evo X turbine housing, but that's too small in my estimation.

Now, if you want a 'standard' GT3582R which comes in the turbine housing sizes you mentioned in single scroll, then you'll need something like the ETS kit.

 

hmm, heres the link to what i was thinking. it said that it has the mitsubishi flange since my manifold isnt t3 or t4. if i call garrett and have then use a .94 a/r housing would i be good? cause my problem is that i ordered the full race manifold before knowing what kind of turbo i wanted. the stock based manifold that i got will easily work with an fp or blouch 2.0, but those turbos dont give the results i want. im looking for 500-550 at the wheels. and ive been looking at all the 35r's for the evo x but they only come in $4k or $5k kits ie ETS kit, ATP kit. i already have all the supporting mods installed, all i would actually need is the turbo and appropriate oil lines and water lines.

http://jnztuning.net/shop/catalog/pr...roducts_id=592

p.s. i appreciate your help

 

Hmmmm, that's a really generic listing for "mitsubishi" flange. You may have to just call them and ask if it is indeed a direct bolt on to the Evo X setup as the rest of the information looks like standard Garrett GT35r A/R housing options. I guess you are at a crossroads and should compare the cost of keeping your current stock location bolt-on mods and finishing with a ATP GT3582R kit versus going with the slightly more expensive kits like ETS and then selling the existing bolt-on parts that are no longer needed to offset costs.

 

ya i saw that option on jnz site to for the 35r mitsu flange maybe they can chime in on here and let us know what is what with the turbo.

 

Meh.... sounds too vague and it sounds like it'd be a hack-job at best. I would either complete your setup with the ATP GT3582R, or sell everything you have already and go with something like the ETS.

ATP did hit 500whp on E85, stock cams, stock airbox, and stock exhaust manifold on their dyno which apparently reads similar to GST. It might be possible on 93 octane with cams, a cone intake or something to replace the stock airbox, and the Full-Race manifold.

 

Jerseyevox, If you decide to sell your current parts let me know I'd gladly take the Full-Race mani and ATP DP.

 

im leaning towards the atp twinscroll 35r but the "kit" is only the turbo :/ for 2500...thats why i was looking at getting the turbo directly from garrett for 1300, cause im kinda broke even though ive been doing evrything step by stp. any other suggestions or should i just wait and get the atp 35r kit thats bolt on and spare myself the hassles