Thanks for the reply Tim, much appreciated mate. The videos are epic, that car is an awesome build for anyone to follow who wants a very fast, but; versatile street car, I love it.

It’s a pity that FP hasn’t provided more details on the UHF turbo, the example is to far apart from a full bolt on car for most potential buyers to have as a reference point.

 

Thanks for your input Ryan, having had both an FP Green & a Red makes your contribution valuable to others.


I have liked the FP Green for years especially once it evolved into the HTA variant. There have been many guys who have built full bolt on cars with the FP Green that have made fantastic pump gas street cars, then transitioned to E85 & increased the boost making massive torque low in the rev range & great power up top. Some of these cars have had the misfortune of destroying the OEM rods, due to the early onslaught of this addictive torque.

My turbo of choice now includes the FP Red because of Tim’s car, as it produces its torque further along the rpm range & can extend that range with much more power. The Red can also make decent power on pump & if E85 is available at a later date, a tuner can make the appropriate boost curves by gear, keeping the engine safe while producing good power & torque.

There are a few like Tim & Sean that have built 2.2 lt engines that make the Red really shine on E85, making a generally top tier street car. That’s why I think Tim’s car in this case is a fantastic example of a really powerful street car that can also produce great results on many types of track events, unlike other dyno monsters with a lot larger turbos that make their torque/power after 6500rpms or more, leaving a huge torque deficit in normal street driving scenarios.

I’m assuming your car is very similar in its torque & power to Tim’s vehicle.

 

No problem, just figured I'd throw my opinion out there. I had the HTA Green and the HTZ Red now.
When I was on the Green and stock bottom end, we definitely limited the tq to keep the stock bottom end happy on E85 but this really wasn't an issue on pump 91 but I didn't lean on it on 91 either. It was basically a drivable gate pressure map.
Moving the tq later in the rev range and avoiding the spike certainly helps keep the stock bottom end inside the block lol.

The Red has been exactly what I wanted on the built bottom end though. It isn't quite as stout as Tim's car making only 580whp/510ftlbs but its pretty nice. But its a totally different turbo on pump vs E85 in my case. Its basically 2 different cars lol.

The main thing I liked about the Green was the spool around town on the stock bottom end. That thing spooled and picked up quick which made for a really fun street car that wasn't a high effort setup.

 

If you want FP Red performance and reliability at 2/3 the cost I would highly recommend Art Gennari Turbo "AGT" as another option to consider. His 55mm turbo is right in line with the FP Red. Tons of dyno results and testing on his IG.

 

Nice build !

 

For now,The transient response isn't nearly as good. You can see it in the dyno graph and videos. Still a neat turbo line and I appreciate his work, its just not an FP.
In today's terms " It identifies as an FP Red."

 

How are you determining transient response from a pull in a single gear? If we're talking spool, its basically splitting hairs with the fp red.

 

I've been in the game awhile.

 

I am bumping this since i was listing to a pod cast your brother did and he talked about how you used a Oil Pressure Regulator on one of your evos and that might help with crank case pressure? Is this something that you could possible talk about?

 

https://www.evolutionm.net/forums/ev...ochargers.html

 

If you have positive crank case pressure oil drain back becomes more difficult which isn't affected by oil feed to the turbo but oil returning to the pan yes if the crank case pressure is positive.

 

That is helpful information. I am back to looking for new catch can set up so anything that helps is worth looking into.