Before the single scroll housing came out, I specifically recall FP saying they went with singe scroll because they couldn't get a twin scroll casting to work. They had issues with the divider.

 

That would be sweet.

 

The only way I'd want to approach casting it is with a manufacturing partner who already has significant experience casting divided housings and a large budget for iterating the process.

I'd be very interested to see someone try newer additive manufacturing processes. If it worked, it would be ideal for small-scale production like this.

Markforged added Inconel 625 support to their 3D printer lineup late last year: https://markforged.com/blog/introduc...inted-inconel/

 

Large budget means expensive, and given the small market for these housings, it gets even more expensive.

 

All this talk of AFR but nothing about timing (except letsgetthisdone)

What kind of timing are you running and what boost? I’m going to guess a decent amount of boost and low timing.

 

Does anyone have the approximate bounding box dimensions of the FP or MHI hotside?

The Markforged Metal X printer has a maximum part size of 250mm x 183mm x 150mm (9.8 x 7.2 x 5.9 inches). Does anyone have a hotside sitting around to measure the bounding box dimensions?

The printer itself is expensive ($100-150K) but surely there's some business out there who will print prototypes for you. The surface finish is decent (I have a sample part on my desk) but you'd still have to surface the gasket faces, obviously.

 

That was my case. How did the tuner reduce the power to stay under class limits? By dropping boost or by changing timing?

 

Yea, that was also almost 10 years ago when FP was doing their SS housing.

Stainless is a very very tough material to cast when the part has a wide range of thicknesses in different areas.

Casting technology has jumped leaps and bounds over the past 10 years, as has metallurgy. There are specialized grades for casting and there are new processes that help handle thickness variations cast uniformly.

I know of a local ish company that is capable of casting divided stainless housings. Their competition legal turbos start at $4k, they're nice pieces. They could absolutely make us a divided housing of nearly any A/R with an external gate, 3" vband outlet with factory flange inlet. They would definitely not be cheap. Probably around $800-1000 for the housing.

 

$800-$1k... Meh. I'll move to a turbo kit before I spend that much more on the stock frame setup.

 

Once you move away from stock housings, you realize how much compromise was happening. Full frame turbos are a dream to tune for track use compared to OEM.

I would easily put that $1k towards a proper turbo. To get a stock frame turbo setup closer to a full frame turbo setup, you end up spending almost the same amount of money anyway. Just go full frame at that point.

FP turbo: $2600
FP induction tube: $150
FP cast manifold: $325
FP 02 housing: $300
DP: $350

$3,725

 

Another 1500 ish and ya you're there.

Who's making g550 kits these days? Full race?

 

Don't forget the extra bits like an oil pressure regulator and associated plumbing to get the BB units to not leak oil...

ETS does, just would need to call them for the G25-550, they only have the 660 on the website. And with your power limits, you'll probably want really low spring pressure in the gates.

I'm not sure if Full Race makes a Vband kit.

 

Would also be nice to know the weight savings, I'm sure someone has weighed a T3 vs stock iron. We'd also likely have to recirc the dump tubes to clear sound checks - that looks like a M'fer to line up all 3 vbands lol.

 

ETS doesn't build a recirc kit.

Maybe call them and see if they'll use the internal gate turbine housing option.

 

Do you mean in terms of backpressure due to packaging size constraints of the OEM design?