My Evo 9 Build. from noob to building my own turbos inside!
Oct 26, 2016, 11:00 AM
#1
My Evo 9 Build. from noob to building my own turbos inside!
I have posted some results and some of my build stuff on the other sections but figured i would make a build thread, history with the car, and my quest for 10's! and probably faster but this is where I'm at.
In March 2013 i bought a R-titled 2006 GG evo 9 MR, 6 speed. I thought it was perfect and just wanted a cool DD car, the r-title part wasn't bad for the wreck it was in but all repaired pretty well. Plus the car came with a full TBE (Works downpipe/HKS cat back/cat delete) and a vibrant cone filter with Maf adapter. Didn't realize the car didn't have a boost controller since i never had a boosted car before and i assumed everything was right coming from this dealer, well i Had the car for 2 weeks and then it windowed the block real nice on cylinder one. Guess not having a boost controller and open waste gate line did the trick. Dealer wouldn't do anything since the car was Sold "as-is" so i was stuck. Decided i didn't want that happening again so went built block, and since it was all apart i couldn't help but do the rest. Port everything, turbo upgrade, COP setup, etc. And ended up buying a used evo 9 long block with a lot of miles on it but thank fully everything was usable for building. especially since my old block had a nee hole in it and the crank wasn't pretty either.
Since it slung a rod i went with a Curt Brown to get the build done. Curt was local to me in Pittsburgh and was building everyone else's engines in the area and i had no idea how to even work on the car, considering i came from honda's this whole turbo thing was new to me. Great guy though, speaks his mind on parts that don't work and what does. Went with his 2.0 engine build and his ported stuff:
2.0 bored .020 over
Manley Pistons
Manley TT rods
ACL race bearings
BS delete with stub shaft delete
Ported head
Supertech Stainless valves
GSC springs and retainers
GSC S2 Cams (Non billet)
A1 tech H11 headstuds
Hallman MBC
Precision 880cc injectors, went with these since i got them cheap from a buddy along with a 255 walbro.
Decided to go with FP's deal at the time for a 71 HTA CHRA and anti surge compressor cover. Couldn't beat the price since upgraded Green/red/black was double the price.
And i only wanted 375hp (Didn't last long til i wanted more) but great little turbo and the car came with a Works 02 housing and a Tomei tubular manifold so it was nicely setup for what it was.
Not sure why but i bought a Tomei OEM style BOV and a few other things i realize now wasn't worth the money…. at all.
but I'm sure that happens to us all. I was also fascinated with the ARC stuff to i found a cheap ARC induction box i painted black. Worked fine on this turbo, but I'm sure i could've gained a lots more if i went speed density and a big intake. Didn't even know what SD was then.
Took months of reading and asking questions but finally got it together in my garage. I kept the 6 speed. i wanted to be different and use it since 6th gear was nice on the highway. Got an ACT HDSS clutch with ACT street lite flywheel. Trans and transfer were un touched. All this was still with the stock IC pipes and intercooler. Didn't think much on changing them or how important it was either.
Brought the car to TPG Tuning right outside Pittsburgh PA, on a trailer since i didn't want it to run on different injectors than what the stock tune had set for. Got a nice base map and put about 500 miles on the motor for break in at 15 psi.
Only took a 1 week to break in, was really excited to get it done so i drove a crap ton that week. Brought back to TPG and strapped it down on the dyno. I never been to a dyno session before was actually pretty nervous at the thought of it blowing up again. i laugh looking back on it now. But the car made 384whp and 351wtq on their mustang dyno at 27 psi. Jason, the evo tuner at TPG, wanted to keep going but i was so nervous and happy at the same time that it made the power i wanted we decided to pull it off.
First pull out of the parking lot on the highway right by the shop did a 1-2-3 and had to turn around and go back. Told Jason it was too fast i never drove a car this fast before. i was actually kinda shaking when i got out of the car. He laughed, said give it a few months and let me know if it still much power. i know its not a lot but damn did it spool and put you in your seat. Coming from a 160hp honda, this thing was a rocket.
All this took place between March 2013 and august 2013. and in about 2 weeks after making 384, called jason back and asked for another 100whp
Pics below all the blown motor all the way until finished.
In March 2013 i bought a R-titled 2006 GG evo 9 MR, 6 speed. I thought it was perfect and just wanted a cool DD car, the r-title part wasn't bad for the wreck it was in but all repaired pretty well. Plus the car came with a full TBE (Works downpipe/HKS cat back/cat delete) and a vibrant cone filter with Maf adapter. Didn't realize the car didn't have a boost controller since i never had a boosted car before and i assumed everything was right coming from this dealer, well i Had the car for 2 weeks and then it windowed the block real nice on cylinder one. Guess not having a boost controller and open waste gate line did the trick. Dealer wouldn't do anything since the car was Sold "as-is" so i was stuck. Decided i didn't want that happening again so went built block, and since it was all apart i couldn't help but do the rest. Port everything, turbo upgrade, COP setup, etc. And ended up buying a used evo 9 long block with a lot of miles on it but thank fully everything was usable for building. especially since my old block had a nee hole in it and the crank wasn't pretty either.
Since it slung a rod i went with a Curt Brown to get the build done. Curt was local to me in Pittsburgh and was building everyone else's engines in the area and i had no idea how to even work on the car, considering i came from honda's this whole turbo thing was new to me. Great guy though, speaks his mind on parts that don't work and what does. Went with his 2.0 engine build and his ported stuff:
2.0 bored .020 over
Manley Pistons
Manley TT rods
ACL race bearings
BS delete with stub shaft delete
Ported head
Supertech Stainless valves
GSC springs and retainers
GSC S2 Cams (Non billet)
A1 tech H11 headstuds
Hallman MBC
Precision 880cc injectors, went with these since i got them cheap from a buddy along with a 255 walbro.
Decided to go with FP's deal at the time for a 71 HTA CHRA and anti surge compressor cover. Couldn't beat the price since upgraded Green/red/black was double the price.
And i only wanted 375hp (Didn't last long til i wanted more) but great little turbo and the car came with a Works 02 housing and a Tomei tubular manifold so it was nicely setup for what it was.
Not sure why but i bought a Tomei OEM style BOV and a few other things i realize now wasn't worth the money…. at all.
but I'm sure that happens to us all. I was also fascinated with the ARC stuff to i found a cheap ARC induction box i painted black. Worked fine on this turbo, but I'm sure i could've gained a lots more if i went speed density and a big intake. Didn't even know what SD was then.Took months of reading and asking questions but finally got it together in my garage. I kept the 6 speed. i wanted to be different and use it since 6th gear was nice on the highway. Got an ACT HDSS clutch with ACT street lite flywheel. Trans and transfer were un touched. All this was still with the stock IC pipes and intercooler. Didn't think much on changing them or how important it was either.
Brought the car to TPG Tuning right outside Pittsburgh PA, on a trailer since i didn't want it to run on different injectors than what the stock tune had set for. Got a nice base map and put about 500 miles on the motor for break in at 15 psi.
Only took a 1 week to break in, was really excited to get it done so i drove a crap ton that week. Brought back to TPG and strapped it down on the dyno. I never been to a dyno session before was actually pretty nervous at the thought of it blowing up again. i laugh looking back on it now. But the car made 384whp and 351wtq on their mustang dyno at 27 psi. Jason, the evo tuner at TPG, wanted to keep going but i was so nervous and happy at the same time that it made the power i wanted we decided to pull it off.
First pull out of the parking lot on the highway right by the shop did a 1-2-3 and had to turn around and go back. Told Jason it was too fast
i never drove a car this fast before. i was actually kinda shaking when i got out of the car. He laughed, said give it a few months and let me know if it still much power. i know its not a lot but damn did it spool and put you in your seat. Coming from a 160hp honda, this thing was a rocket. All this took place between March 2013 and august 2013. and in about 2 weeks after making 384, called jason back and asked for another 100whp
Pics below all the blown motor all the way until finished.
Oct 26, 2016, 12:12 PM
#4
So as i mentioned above, after 2 months at 384whp, it started feeling slow. Went from barely being to control my excitement to getting so used to the car that i needed more. So called up my tuner and asked what the next step was. Thought about an FP green but wanted to make a Decent jump so FP red it was! luckily when i order my red from FP it was a Week prior to them starting their sale on the SS turbine housing. Glad i got an MHI while i could! also got it in Dual Ball Bearing! meanwhile i decided on the red only 4 months after i got tuned on the 71 HTA Also needed IC pipes and intercooler so went with ETS 3.5 inch intercooler and ETS 2.5 inch stainless pipes. Also had to switch to ID13000cc injectors since my 880's wouldn't support the red. Or at least thats what i was told.
So ordered my Red, IC pipes, intercooler, injectors, and for some reason didn't like the dull gray MR wheels anymore and found a set of evo 8 Enkei's powder coated Bronze and couldn't pass them up! got all this stuff on the way in just a few weeks. i was ready to really crank it up this time around.
Once i got the Red, the Install was really easy, along with the intercooler and injectors. Made it back to the dyno and unfortunately just couldn't make power. the car wouldn't stop knocking/detonated and we couldn't figure out why. At the time i had no idea even what to do about it. So left the dyno pretty mad about it with only making 390whp and spent months researching what i could do or where to begin looking.
I tried everything from Switching motor mounts out (which i had all torque solutions mounts when the motor went in with the built motor) dented my downpipe in so it wouldn't touch my ACD transfer case, found a cracked spark plug, also thought maybe my Rattling clutch/TOB would all cause phantom knock. Also Note i was still using my FP intake that had a MAF (unplugged for speed density) on it and a tomei OEM style BOV being used. Finally i ordered a Tial BOV thinking the Tomei on just wasn't holding and once i got the flange welded, and Tial bolted on, it was like a whole new car! i couldn't believe the difference it made. And come Dyno day at TPG tuning in 2014 i decided to take the intake off and run open turbo for the 3 pulls. and to my surprise first pull laid down 465whp! ended with a 470whp and 414wtq @30 psi. Well after that i invested in a 4 inch intake ran a whole lot better on the street and didn't nearly knock as much. even when it did it was only a few counts here and there.
Also needed IC pipes and intercooler so went with ETS 3.5 inch intercooler and ETS 2.5 inch stainless pipes. Also had to switch to ID13000cc injectors since my 880's wouldn't support the red. Or at least thats what i was told. So ordered my Red, IC pipes, intercooler, injectors, and for some reason didn't like the dull gray MR wheels anymore and found a set of evo 8 Enkei's powder coated Bronze and couldn't pass them up! got all this stuff on the way in just a few weeks. i was ready to really crank it up this time around.
Once i got the Red, the Install was really easy, along with the intercooler and injectors. Made it back to the dyno and unfortunately just couldn't make power. the car wouldn't stop knocking/detonated and we couldn't figure out why. At the time i had no idea even what to do about it. So left the dyno pretty mad about it with only making 390whp and spent months researching what i could do or where to begin looking.
I tried everything from Switching motor mounts out (which i had all torque solutions mounts when the motor went in with the built motor) dented my downpipe in so it wouldn't touch my ACD transfer case, found a cracked spark plug, also thought maybe my Rattling clutch/TOB would all cause phantom knock. Also Note i was still using my FP intake that had a MAF (unplugged for speed density) on it and a tomei OEM style BOV being used. Finally i ordered a Tial BOV thinking the Tomei on just wasn't holding and once i got the flange welded, and Tial bolted on, it was like a whole new car! i couldn't believe the difference it made. And come Dyno day at TPG tuning in 2014 i decided to take the intake off and run open turbo for the 3 pulls. and to my surprise first pull laid down 465whp! ended with a 470whp and 414wtq @30 psi. Well after that i invested in a 4 inch intake ran a whole lot better on the street and didn't nearly knock as much. even when it did it was only a few counts here and there.
Oct 26, 2016, 12:42 PM
#6
So after making some decent power on Pump gas with the red, i thought i was all done. Car Ran great and never seem to having issues. even took it too the drag strip where i trapped 120MPH, i sucked at driving then and also didn't launch it in fear of breaking everything and my 6 speed But i took the Intake off a month after the dyno day and found oil everywhere inside the intake tube. Couldn't figure out where it was coming from since i had the Valve cover vent ran to a weapon R catch can and not back into the intake. This is when i found out FP DBB mhi turbos had issues with leaking oil. Spent a lot of time searching everything i could about Ball bearing turbos leaking. I ended up trying 3-4 different catch cans setups. i went through a lot over the next 2 years of owning the turbo which are all documented and testing was down here
https://www.evolutionm.net/forums/ev...re-issues.html
This^^^ was my quest to stop the turbo from leaking oil. In that time i changed a few other things here and there. Added HKS grounding kit, which helped with having a small battery kit. And Come winter 2014 decided i really wanted to get aggressive with the car the following.
Motor Came out along with along with transfer case and trans. Found my ACT of 9k miles was actually almost worn to the rivets on the clutch good. Good timing for a new one!
That winter i had the following things done:
Dan Buschur Rebuilt my transfer case with new ring and pinion, it didn't need done or make noise but i figured while it was out why not.
Picked up an Exedy twin disc clutch with new OEM TOB
Found a crack in my tomei tubular exhaust manifold so i got an FP Race manifold and had Curt brown port it, along with a Tomei heat shield for it that i modified to extend to the head.
Also i had a spare 6 speed trans i had gotten at some point which i wanted to use since my current felt knotty, and wanted ti stay 6 speed because i believe it worked and i couldn't break it…. yet.
But i took the Intake off a month after the dyno day and found oil everywhere inside the intake tube. Couldn't figure out where it was coming from since i had the Valve cover vent ran to a weapon R catch can and not back into the intake. This is when i found out FP DBB mhi turbos had issues with leaking oil. Spent a lot of time searching everything i could about Ball bearing turbos leaking. I ended up trying 3-4 different catch cans setups. i went through a lot over the next 2 years of owning the turbo which are all documented and testing was down here https://www.evolutionm.net/forums/ev...re-issues.html
This^^^ was my quest to stop the turbo from leaking oil. In that time i changed a few other things here and there. Added HKS grounding kit, which helped with having a small battery kit. And Come winter 2014 decided i really wanted to get aggressive with the car the following.
Motor Came out along with along with transfer case and trans. Found my ACT of 9k miles was actually almost worn to the rivets on the clutch good. Good timing for a new one!
That winter i had the following things done:
Dan Buschur Rebuilt my transfer case with new ring and pinion, it didn't need done or make noise but i figured while it was out why not.
Picked up an Exedy twin disc clutch with new OEM TOB
Found a crack in my tomei tubular exhaust manifold so i got an FP Race manifold and had Curt brown port it, along with a Tomei heat shield for it that i modified to extend to the head.
Also i had a spare 6 speed trans i had gotten at some point which i wanted to use since my current felt knotty, and wanted ti stay 6 speed because i believe it worked and i couldn't break it…. yet.
Oct 26, 2016, 01:13 PM
#7
After finally getting everything back together. No issues car was pretty different going to a twin disc. And after putting a few thousand miles on everything in early 2015 got a chance to go back on the dyno. this time around with leaving the new Intake on and with the new FP race manifold i picked up 16whp. making 486whp but only 393wtq on TPG's mustang dyno with 93 octane. Its funny people always asked why i never went e85 and at the time it just didn't interest me and some horror stories about it.
I was def happy with the results though. Drove great all year and i never changed that much in 2015. Except trading my Bronze Enkiei wheels for BBS MR SE evo 9 wheels and some new Dunlop Direzza DZ102's, added a Cusco Front power brace since i thought they looked cool, took the wing off and put on a Rexspeed Carbon duck bill trunk lip and only made it to the track once, but didn't really run much different. Car was really heavy then about 3400+. I wasn't into the track that much then, just drove it a lot. had about 10k miles when i pulled the motor out for the clutch and t case rebuild. and at the end of 2015 had 24k miles on the engine. Drove it to OCean City for the AWD meet that year too. need skipped a beat.
At the end of 2015 though the only concern i had was with, i was pushing so much oil into my catch cans. I had the radium dual can setup along with a 1 quart baffled can. all Cans had -6 AN fittings and i was venting from the OEM Valve cover vent, PVC vent, Vented dipstick tube and Balance shaft inspection hole. it got to the point where i was emptying 1-2 quarts every 1000 miles. All that just to keep the turbo from leaking oil into the compressor. Which worked great from that perspective but i was just getting tired of it. I wasn't sure what i wanted to go to then, but at the AWD meets TPG tuning had a few brand new xona rotor turbos out on display and i couldn't stop asking about them. So a few days later i pulled the FP red setup off and sold it the same day. Guess it was in high demand especially being the MHI turbine housing which FP didn't sell at all anymore. Also got rid of all my Catch cans and went with a Buschur Pro can since it recirculated back into the pan. 3 ports of venting and didn't have to drain it! awesome. less maintenance.
Called up TPG and told them to put that Xona Rotor 7164 aside, so i could buy it. Winter 2015 was gonna be big changes and going T3!
I was def happy with the results though. Drove great all year and i never changed that much in 2015. Except trading my Bronze Enkiei wheels for BBS MR SE evo 9 wheels and some new Dunlop Direzza DZ102's, added a Cusco Front power brace since i thought they looked cool, took the wing off and put on a Rexspeed Carbon duck bill trunk lip and only made it to the track once, but didn't really run much different. Car was really heavy then about 3400+. I wasn't into the track that much then, just drove it a lot. had about 10k miles when i pulled the motor out for the clutch and t case rebuild. and at the end of 2015 had 24k miles on the engine. Drove it to OCean City for the AWD meet that year too. need skipped a beat.
At the end of 2015 though the only concern i had was with, i was pushing so much oil into my catch cans. I had the radium dual can setup along with a 1 quart baffled can. all Cans had -6 AN fittings and i was venting from the OEM Valve cover vent, PVC vent, Vented dipstick tube and Balance shaft inspection hole. it got to the point where i was emptying 1-2 quarts every 1000 miles. All that just to keep the turbo from leaking oil into the compressor. Which worked great from that perspective but i was just getting tired of it. I wasn't sure what i wanted to go to then, but at the AWD meets TPG tuning had a few brand new xona rotor turbos out on display and i couldn't stop asking about them. So a few days later i pulled the FP red setup off and sold it the same day. Guess it was in high demand especially being the MHI turbine housing which FP didn't sell at all anymore. Also got rid of all my Catch cans and went with a Buschur Pro can since it recirculated back into the pan. 3 ports of venting and didn't have to drain it! awesome. less maintenance.
Called up TPG and told them to put that Xona Rotor 7164 aside, so i could buy it. Winter 2015 was gonna be big changes and going T3!
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Oct 26, 2016, 01:30 PM
#8
So going into the T3 world was awesome. so many options on manifold setups and different styles with different companies. I ended up calling around a few places, since the goal then was to keep AC (which now i regret not going with a STM or Buschur kit) so i was set on a Sheepey Forward Facing T3 kit.
Since Sheepey also sold the Half size AC condenser kit with lines, i wanted to have it all. Sold my full Mishimoto rad and picked up a Skunk2 Alpha Half rad. Meant for a honda civic but i heard good things about guys running honda half rads without issues and reused my Mishimoto slim fan. Didn't get the AC kit yet but figured i would wait on buying that.
Took 6-8 weeks for my kit to come in from sheepey, wasn't too bad of a wait. Fitment was decent, had to actually cut and weld the dump tube since it didn't fit, but everything else i could deal with. Also made a good deal trading my ID1300's straight up for a set of ID2000's.
Got it all together in a weekend, since i was so excited i couldn't wait to get that new Xona rotor 7164 (also this xona had FP's special Ts turbine housing in .85 AR).
I also bought a used AEM V1 that me a friend tried tuning ourselves (well him tuning and teaching me since i wanted to learn) only to spend 2 days just to figure out the AEM was junk or at least a part of it.
So had to have the car towed to a local tuning shop near Pittsburgh called PRL Motorsports. over the course of installing my Forward facing kit, i became good friends with the owner Pat and all the guys their. They asked if i would bring the car in for them to tune.
I dropped the car off and due to work i couldn't hang around while it was getting tuned, but we all decided to keep the boost low on pump gas since i was planning on going E85 for once and make decent power. So the car made 465whp on 24 psi on their Dynojet. And at first was a little disappointed that they we stopped so low and wasn't very happy with the numbers but after the first test ride i couldn't imagine anymore. I was very surprised, it felt just as fast as my red and pulled all the way to 8500. I know those aren't anything compared to guys running 35r's and making 600+ but for me was unbelievable. It just all around ran better, and didn't even have a hint of knock anywhere.
Since Sheepey also sold the Half size AC condenser kit with lines, i wanted to have it all. Sold my full Mishimoto rad and picked up a Skunk2 Alpha Half rad. Meant for a honda civic but i heard good things about guys running honda half rads without issues and reused my Mishimoto slim fan. Didn't get the AC kit yet but figured i would wait on buying that.
Took 6-8 weeks for my kit to come in from sheepey, wasn't too bad of a wait. Fitment was decent, had to actually cut and weld the dump tube since it didn't fit, but everything else i could deal with. Also made a good deal trading my ID1300's straight up for a set of ID2000's.
Got it all together in a weekend, since i was so excited i couldn't wait to get that new Xona rotor 7164 (also this xona had FP's special Ts turbine housing in .85 AR).
I also bought a used AEM V1 that me a friend tried tuning ourselves (well him tuning and teaching me since i wanted to learn) only to spend 2 days just to figure out the AEM was junk or at least a part of it.
So had to have the car towed to a local tuning shop near Pittsburgh called PRL Motorsports. over the course of installing my Forward facing kit, i became good friends with the owner Pat and all the guys their. They asked if i would bring the car in for them to tune.
I dropped the car off and due to work i couldn't hang around while it was getting tuned, but we all decided to keep the boost low on pump gas since i was planning on going E85 for once and make decent power. So the car made 465whp on 24 psi on their Dynojet. And at first was a little disappointed that they we stopped so low and wasn't very happy with the numbers but after the first test ride i couldn't imagine anymore. I was very surprised, it felt just as fast as my red and pulled all the way to 8500. I know those aren't anything compared to guys running 35r's and making 600+ but for me was unbelievable. It just all around ran better, and didn't even have a hint of knock anywhere.
Oct 26, 2016, 01:53 PM
#9
After Getting Tuned at PRL my actually goal was to run 11.50 at the track. Seemed reasonable for my driving skills. i though it would take quite the bit of practice but on opening day at the track 2016 i managed an 11.48 on my first run! with a 6 speed! As much as i wanted to turn it up at this point in owning the car i was so happy with how it ran and what it did at the track i just left it. plus it was perfect to run the 11.50 index at the shoot out. So instead of engine stuff i concentrated on looks.
Painted my valve cover the OEM maroon/red color along with the CAM sensor heat shield, calipers and battery tie down.
Picked up some Angry Aero Bumper shutters from a friend. And another friend of mine also had a GG evo9 with carbon hood that he didn't want anymore so traded hoods. And since my interior armrests were getting pretty beat i decided to reupholster the door panels and arm rest with Recaro Fabric. All came out nice! I removed a big sub box i ahd for 2 12's in the trunk and found a SSL Evo sub box, it was a ton lighter and after installing a nice aftermarket sub in it worked really well. I enjoy music while i drive so having a sub that was really light is a plus!
I also installed the quick release bumper kit from Gingeneering. Best investment ever. instead of just the side quick latches in uses 2 on top of the front bumper too. Makes removal and install very very easy and fast. heres a video for it
Pretty much spent the majority of this summer Practicing my 11.50's at the track and i stumbled upon a few threads on here about guys rebuilding/upgrading their own turbos. Up until this year i thought building turbos/or upgrading the internals was magic or some form of stuff i just wouldn't be able to do myself. Until i seen a bunch of DSM forums and plenty of those guys were doing it. It really got me hooked on how versatile the td05/td06 turbos really were and the options were cool to. But through the summer i was still set on the xona rotor setup.
This was the only i got video of at the shoot out. and it was my best run there too. I lost first round of the 11.50 index with an 11.7. Sucks but was fun to run my car at that event and Drive the car there and back from Pittsburgh, PA!
Painted my valve cover the OEM maroon/red color along with the CAM sensor heat shield, calipers and battery tie down.
Picked up some Angry Aero Bumper shutters from a friend. And another friend of mine also had a GG evo9 with carbon hood that he didn't want anymore so traded hoods. And since my interior armrests were getting pretty beat i decided to reupholster the door panels and arm rest with Recaro Fabric. All came out nice! I removed a big sub box i ahd for 2 12's in the trunk and found a SSL Evo sub box, it was a ton lighter and after installing a nice aftermarket sub in it worked really well. I enjoy music while i drive so having a sub that was really light is a plus!
I also installed the quick release bumper kit from Gingeneering. Best investment ever. instead of just the side quick latches in uses 2 on top of the front bumper too. Makes removal and install very very easy and fast. heres a video for it
Pretty much spent the majority of this summer Practicing my 11.50's at the track and i stumbled upon a few threads on here about guys rebuilding/upgrading their own turbos. Up until this year i thought building turbos/or upgrading the internals was magic or some form of stuff i just wouldn't be able to do myself. Until i seen a bunch of DSM forums and plenty of those guys were doing it. It really got me hooked on how versatile the td05/td06 turbos really were and the options were cool to. But through the summer i was still set on the xona rotor setup.
This was the only i got video of at the shoot out. and it was my best run there too. I lost first round of the 11.50 index with an 11.7. Sucks but was fun to run my car at that event and Drive the car there and back from Pittsburgh, PA!
Oct 26, 2016, 02:19 PM
#11
Oct 26, 2016, 02:38 PM
#12
So after the shoot out and driving ,y car around for a month and tracking it again once. I started thinking on whats next??? I dwelled on the fact that my built engine had 30k miles exactly now and was starting to worry about how long it would last. And running e85 with the xona sounded like a fast way to hurt stuff that and i felt i lost interest in trying to make bigger power, upwards of 700. I'm sure it would be a blast but I'm also all about maintaining it and keeping it somewhat reliable. (< says the guy drag racing a 6 speed :uptown: )
But the Xona was pretty laggy and after awhile wasn't that much fun on the street. I considered a smaller Borg warner but after seeing the DSM Guys building/upgrading 16g's to 20g's and making 450~ on e85 i though it would be cool to build my own and make the same power as the xona did. So new goal of 11.50's with a way smaller turbo and HP goal 450-475 with E85 since i thought Pump Gas just wouldn't do it.
I found the company many have heard of called Kinugawa. They sell just about every part related to td05/06 in many different configurations. from td05h 16g's all the way up to td06H 25G's. Seeing their website really gave me ideas on what i could do by myself. But the main thing i needed from them was a td05h Turbine housing that has a t3 inlet and 3 inch v band outlet, since i have a Sheepey T3 forward facing hot parts kit, i wanted to make a td05h 20g to fit it.
I have a good friend who buys the rebuild kits for evo turbos from Turbo Lab of america so i started there with the CHRA related part since everything always worked well for him. I decided to go with a TD05/06 Subaru CHRA specifically because the Subaru version has both coolant ports on the L/H side of the CHRA, so running coolant to it, if i decide too, would be easy, if the turbo is facing forward on an evo. Also picked up a their DSM/subaru td05 rebuild kit with upgraded thrust bearings. A 7 blade 20G Compressor wheel (which i believe they get from KTS) and a 9 blade td05H turbine wheel.
Once i got everything, the assembly was really straight forward. Austin from Turbo lab has a really good video on youtube on how to assemble one. I picked up some Brad Penn Engine Assembly lube and worked really well. And if your worried about the assembly being balanced, All the pieces are component balanced and when assembled, should not change. Also if you decide to rebuild your oem td05/06 turbo, and you buy a rebuild kit with upgraded bearings, it WILL NOT fit your CHRA. the new Collar that goes on the inner side of the thrust bearing is bigger and requires a machined CHRA to fit it. Ref the video below for rebuild walk through and it explains the bearings.
well after assembled per the video, the last thing i needed was a Compressor. I didn't want an MHI td06 cover, so i sourced a similar cover but one that was Surged ported, looks almost identical to the FP compressor covers. After reading of guys have surge with 20g turbos and bearing life being threatened by it, i didn't wanna take a chance.
Plus they sound really cool.
Once assembled and mounted on the car, i followed the same method most people do, by priming the turbo, disconnecting the crank position sensor and cranking for about 45 seconds to a minute. first start up was normal, for a awhile i was waiting for it to fly apart
I did however have a FP oil line from OFH. i didn't want oil from the head since i planned on really pushing it o e85.
i put about 150-200 miles on it before really boosting past 5 psi and checking shaft play as much as possible when getting to my destinations. It was a really cool feeling to know i built it and it was holding together really well.
Finally got on the dyno with a little bit of 93 in the tank and 10 gallons of e85 in cans ready to make power.
So a run down of my setup:
Evo 9
Curt Brown 2.0 9.0-1 compression
Curt Brown ported head
GSC S2 cams
Curt Brown ported intake manifold
Curt Brown 65mm TB
ID2000's
Walbro 450
ETS 2.5' short route IC pipes
3.5" ETS intercooler
Grimmspeed 3 port
Sheepey T3 forward facing hot parts
to mine and my tuner's surprise, we managed 457whp and 362wtq on 93 octane at 24 psi! This was on the same dynojet my Xona made 465whp on at 24psi also! crazy!
. Checked for shaft play and everything was still perfect! My tuner (Denis @PRL Motorsports) just couldnt believe this little td05h turbine was flowing this much, and on pump gas too. Not only did it make great power but it was holding power all the way 8500rpms!
So we stopped there on pump gas and filled up the tank from the low level light to full with e85.
With E85 it only got better. After working his magic on the computer, we turned it up to 29 PSI and got 538whp and 446wtq. Unbelievable. Not only was this making incredible power for a 20G, but it was something i put together my self. Also beat my expectations by almost 100hp. not bad for piecing together this weird and different setup. We tried turning it up even more but it just wouldn't make any more boost, we think its forcing the waste gate open so this winter ill put a stiffer one in and keep going
The video below os the 513whp pull at 26 psi.
Now just time to see what it does at the track! with my old 6 speed and cheap street tires
that and i felt i lost interest in trying to make bigger power, upwards of 700. I'm sure it would be a blast but I'm also all about maintaining it and keeping it somewhat reliable. (< says the guy drag racing a 6 speed :uptown: ) But the Xona was pretty laggy and after awhile wasn't that much fun on the street. I considered a smaller Borg warner but after seeing the DSM Guys building/upgrading 16g's to 20g's and making 450~ on e85 i though it would be cool to build my own and make the same power as the xona did. So new goal of 11.50's with a way smaller turbo and HP goal 450-475 with E85 since i thought Pump Gas just wouldn't do it.
I found the company many have heard of called Kinugawa. They sell just about every part related to td05/06 in many different configurations. from td05h 16g's all the way up to td06H 25G's. Seeing their website really gave me ideas on what i could do by myself. But the main thing i needed from them was a td05h Turbine housing that has a t3 inlet and 3 inch v band outlet, since i have a Sheepey T3 forward facing hot parts kit, i wanted to make a td05h 20g to fit it.
I have a good friend who buys the rebuild kits for evo turbos from Turbo Lab of america so i started there with the CHRA related part since everything always worked well for him. I decided to go with a TD05/06 Subaru CHRA specifically because the Subaru version has both coolant ports on the L/H side of the CHRA, so running coolant to it, if i decide too, would be easy, if the turbo is facing forward on an evo. Also picked up a their DSM/subaru td05 rebuild kit with upgraded thrust bearings. A 7 blade 20G Compressor wheel (which i believe they get from KTS) and a 9 blade td05H turbine wheel.
Once i got everything, the assembly was really straight forward. Austin from Turbo lab has a really good video on youtube on how to assemble one. I picked up some Brad Penn Engine Assembly lube and worked really well. And if your worried about the assembly being balanced, All the pieces are component balanced and when assembled, should not change. Also if you decide to rebuild your oem td05/06 turbo, and you buy a rebuild kit with upgraded bearings, it WILL NOT fit your CHRA. the new Collar that goes on the inner side of the thrust bearing is bigger and requires a machined CHRA to fit it. Ref the video below for rebuild walk through and it explains the bearings.
well after assembled per the video, the last thing i needed was a Compressor. I didn't want an MHI td06 cover, so i sourced a similar cover but one that was Surged ported, looks almost identical to the FP compressor covers. After reading of guys have surge with 20g turbos and bearing life being threatened by it, i didn't wanna take a chance.
Plus they sound really cool.
Once assembled and mounted on the car, i followed the same method most people do, by priming the turbo, disconnecting the crank position sensor and cranking for about 45 seconds to a minute. first start up was normal, for a awhile i was waiting for it to fly apart
I did however have a FP oil line from OFH. i didn't want oil from the head since i planned on really pushing it o e85.
i put about 150-200 miles on it before really boosting past 5 psi and checking shaft play as much as possible when getting to my destinations. It was a really cool feeling to know i built it and it was holding together really well.
Finally got on the dyno with a little bit of 93 in the tank and 10 gallons of e85 in cans ready to make power.
So a run down of my setup:
Evo 9
Curt Brown 2.0 9.0-1 compression
Curt Brown ported head
GSC S2 cams
Curt Brown ported intake manifold
Curt Brown 65mm TB
ID2000's
Walbro 450
ETS 2.5' short route IC pipes
3.5" ETS intercooler
Grimmspeed 3 port
Sheepey T3 forward facing hot parts
to mine and my tuner's surprise, we managed 457whp and 362wtq on 93 octane at 24 psi! This was on the same dynojet my Xona made 465whp on at 24psi also! crazy!
. Checked for shaft play and everything was still perfect! My tuner (Denis @PRL Motorsports) just couldnt believe this little td05h turbine was flowing this much, and on pump gas too. Not only did it make great power but it was holding power all the way 8500rpms!So we stopped there on pump gas and filled up the tank from the low level light to full with e85.
With E85 it only got better. After working his magic on the computer, we turned it up to 29 PSI and got 538whp and 446wtq. Unbelievable. Not only was this making incredible power for a 20G, but it was something i put together my self. Also beat my expectations by almost 100hp. not bad for piecing together this weird and different setup. We tried turning it up even more but it just wouldn't make any more boost, we think its forcing the waste gate open so this winter ill put a stiffer one in and keep going
The video below os the 513whp pull at 26 psi.
Now just time to see what it does at the track! with my old 6 speed and cheap street tires
Oct 26, 2016, 02:53 PM
#13
So 2 weeks ago almost to the day me and a bunch of evo friends decided to go to our local track here in Pittsburgh and have some fun! now with all this extra power i was determined to run better than the xona did. First run did an 11.49 @123 and a 2.08 60'ft Def happy with that considering my 60ft! let some air out of the tires. And tried short shifting 1st since (it seemed to me) i was wasting time spinning first on the rev limiter. so heres how it went!
11.35 at 123mph with a 1.900 60ft'! i was so excited i decided that was about it since my tires just wouldn't hook up. but having friends still running into the cool weather that night i had to get just 1 more run in…just 1…. and i broke it
pics below of aftermath Well Amazingly i didn't break my 6 speed……… but the OEM diff inside my rebuilt(somewhat fresh) ACD transfer case spilt into pieces…. how does my 6 speed survive????? 
Def happy with that considering my 60ft! let some air out of the tires. And tried short shifting 1st since (it seemed to me) i was wasting time spinning first on the rev limiter. so heres how it went! 11.35 at 123mph with a 1.900 60ft'! i was so excited i decided that was about it since my tires just wouldn't hook up. but having friends still running into the cool weather that night i had to get just 1 more run in…just 1…. and i broke it
pics below of aftermath
Well Amazingly i didn't break my 6 speed……… but the OEM diff inside my rebuilt(somewhat fresh) ACD transfer case spilt into pieces…. how does my 6 speed survive?????
Oct 26, 2016, 03:09 PM
#15
Well I'm faced with a decision now. Obviously from the videos I'm maxing my 4th gear in the 6th speed. i really wanted to be "that guy" and keep running it but its a risk putting it back on and assuming its not broken too. Also i don't plan on going any slower so this week i gave in…. and called my man Dan Buschur and asked him to source me a 5 speed…. and fix my transfer case. So i rather make it reliable and a weekend track car than worry about breaking it all the time. Going with a Wavetrac LSD too so it don't break again!
Also couldn't pass up a sweet deal on 17" MH Racemaster drag radials. only have 6 passes on them. got them from a friend for $450!
Its gonna be an expensive winter but damn am i excited to arc next year.
So this past weekend i pulled the whole motor, trans, and transfer. Gonna strip down my whole engine bay (needs paint, badly) so this gives time to do that and lay down some nice new graphite gray in the bay. Also I'm going to do a nice wire tuck. i have a bunch of unused wires harness stuff (especially with no emissions ****) and its about time i make this thing look really nice for how much money i have in it now.
But thats where I'm at! hope to be back on here soon with updates on the trans and transfer case situation. and with some good pics of my wire tuck and paint! maybe some weight reduction too. the quest for 10's has begun!!!!!
Also couldn't pass up a sweet deal on 17" MH Racemaster drag radials. only have 6 passes on them. got them from a friend for $450!
Its gonna be an expensive winter but damn am i excited to arc next year.
So this past weekend i pulled the whole motor, trans, and transfer. Gonna strip down my whole engine bay (needs paint, badly) so this gives time to do that and lay down some nice new graphite gray in the bay. Also I'm going to do a nice wire tuck. i have a bunch of unused wires harness stuff (especially with no emissions ****) and its about time i make this thing look really nice for how much money i have in it now.
But thats where I'm at! hope to be back on here soon with updates on the trans and transfer case situation. and with some good pics of my wire tuck and paint! maybe some weight reduction too. the quest for 10's has begun!!!!!