Holset Turbos, RESULTS ONLY (COMPLETE INSTALLED SYSTEMS)
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Holset Turbos, RESULTS ONLY (COMPLETE INSTALLED SYSTEMS)
Intent is to post your mod list, an installed pic (engine shot), logs, dyno charts and track results of your car with a completed Holset setup.
Please no discussion. Keep discussion to the normal Holset threads. Please also keep your post to one post if you can. This will keep the thread smaller, less clutered, and more concise.
The 8blade hx35 has a 56mm compressor inducer. This is found on 1995-1998 cummins manual pickups. The compressor flows 52 lb/min according to the compressor map. The bolton BEP housing (0.55 a/r) is enough to push the limit of the compressor. There's several 500whp 8blade hx35 cars out there with the bolt on housing. It reaches 20+psi by 3500rpms in 3rd with 272 cams. Smaller cams would equal a faster spool speed in most cases.
The 7blade hx35 has a 56mm compressor inducer. This is found on the 1999-2002 cummins manual pickups. The compressor flows 60lb/min according to the compressor map and logged results from a member here. The bolton BEP housing with the hx35 turbine wheel do not SEAM to have enough flow to really reach the potential of 60lb/min. But many have logged over 50lb/min so far and seen 500whp. The stock hx35 12cm^2 twinscroll turbine housing is a t3 flange housing. This mated to a NON-divided runner manifold has produced a 132mph trap speed with a full weight 1g AWD. This is about 600whp. So the flow is there with the stock housing if you use a non-divided manifold. The spool speed of the 7blade hx35 is similar to the 8blade hx35 with 20+ psi by 3500rpms in the bolton housing and by 4000rpms with the stock housing with a non-divided manifold.
HY35:
The hy35 has a smaller turbine wheel than the hx35. And, it has a turbine housing connection that does not allow for a bolton housing to be used. It does not have a divided housing so any t3 manifold can be used effectively with this turbo. It has the same compressor as the 7blade hx35. We don't know if te hy35 turbine wheel and housing is enough to reache the 60lb/min potential of the 56mm 7blade compressor. Some one try it out already!!! It should at least be a faster spooling viable option to the full t3/t4 50-trim.
H1C/WH1C:
In 1994, there was the Wh1c which has pretty much the identical compressor as the hx35 but with a Vband compressor cover. The turbine wheel is the same. It will bolt into the BEP bolton hx35 turbine housing. It has 4 bolts at the housing instead of 6. So you will need to buy 2 more bolts and use 6 washers cut to make a flat side. Honestly, I just used bolts that were cut a little short and the bolt head was wide enough to pull the chra to the turbine housing. No sealing issues. Since the Wh1c is for all practical purposes an 8blade hx35 the spool and flow is the same too.
I have the big h1c. It comes on the INTERCOOLED 1991-1993 cummins pickups. It has the webbing for MWE but no groove cut like the hx35/wh1c has. This turbo I term the big h1c because it has a 54mm compressor inducer and same exducer than the 8blade hx35/Wh1c. The other h1c is the small h1c found on the NON-intercooled cummins pickups. This has a 50mm inducer but only 7blades and has no webbing for MWE. Less blades helps flow, but so does a larger inducer diameter. The most whp ever recorded on a gas 4cylinder with the small h1c was done on a KA24 nissan: 411whp. Since the big h1c has a 4mm larger inducer and the same turbine wheel as the hx35, it is safe to say that it flows enough for between 411whp and 500whp. The diesel sources state that it flows SLIGHTLY less than the early hx35. So 4lb/min less than the 8blade hx35 puts the flow of the big h1c at 48-49lb/min right where a 50-trim or 20g is. The small bep housing is all that's needed to get the most from the compressor and the spool speed is 20+psi by 3500rpms.
HX35-40 hybrid:
Keeping the long tradition of the marriage of sportcompact and hybrid turbos, there is the hx35 turbine and the hx40 compressor. It is strongly recommended to use the large bep turbine housing or the stock hx35 turbine housing with an non-divided t3 manifold for this turbo. The small bep housing around a t31 size hx35 turbine wheel is probably not enough to merit any of the hx40 compressor wheel upgrades. 20+ psi by 4000rpms can be seen in the hx35/40 with the hx35 12cm^2 turbine housing with a non-divided t3 manifold. With the large bep housing, spool times are to be determined. But likely similar.
HX40:
The 8blade hx40 has a 58mm inducer and flows about the same as a 60-1 (around 60lb/min) with ALOT better high boost efficiency and spool speed. It is the most common hx40 out there. The small bep housing with the hx40 turbine wheel is plenty to reach the full potential of the 60lb/min 8blade hx40 compressor. 20+ psi by 4100rpms with 272s.
The 7 and 6 blade hx40 is called the super40 and has the 60mm compressor inducer. This compressor flows around 69lb/min. You can get this wheel in billet style (think HTA). The non-billet wheel spools as fast as the 8blade hx40 in the bolton bep housing and has done 653whp at 40psi per the holset results only thread. Billet should spool even faster. The t3 .70 a/r BEP housing slows spool about 400rpms. But reports show a significant gain in flow per psi. So expect more power at lower boost with that turbine housing.
H1E/WH1E:
The Wh1e is like it's little brother the Wh1c. It mirrors the hx40 8blade in every way except that it has a v-band compressor cover and a 4bolt chra-turbinehousing pattern. It will consequently bolt into the hx40 bep bolton turbine housing and this is plenty of flow to max out its 60lb/min compressor.
The h1e is like it's little brother the h1c. There are different size compressors. . . BUT there are also different size turbine wheels too. Check measurements before buying this turbo if you plan on running a BEP turbine housing. There are lower flowing compressors than the 58mm 8blade that are out there. So this turbo may not flow any more than an hx35 if get the wrong one. You need at least a 58mm compressor inducer for this to be a worthwhile turbo vs the proven hx35 or 8blade hx40.
HX52:
This is a big sucker. It is commonly found on the Volvo Semis and usually has a billet compressor wheel. It flows 88lb/min. There is no bolt on housing for it. If you want a bolton housing for this turbo, then you don't want this turbo. In fact if you want a t3 flange turbine housing for this turbo, then you don't want this turbo. You DO want this turbo if you're looking at a gt4294r or gt4202r. The turbine inlet is slightly different than a t4 bolt pattern. You can still get the t4 manifold to work just fine by enlarging the bolt holes.
Misc.:
Holset's don't spool slow. They spool faster than their garrett or mitsubishi counterparts. Diesel exhaust is cold and slow moving.
The holset turbine wheel is a work of art. It has been shown to flow very well in a very small turbine housing. For example the hx40 turbine wheel in the small .55 ar bep bolton housing flows as much as a garrett gt35r turbine wheel in a larger .63 ar garrett t3 turbine housing. The hx40 with this configuration spools about 500rpms faster! You can upgrade to the .70 a/r BEP t3 turbine housing and have the same or slightly faster spool speed as the above gt35r with ALOT more flow per psi and consequently more horsepower per psi. This makes for VERY good pumpgas numbers.
Holset patented map width enhancement. They do not have extended tip technology, but there compressors show more efficiency than their garrett or mitsubishi counterpart.
They have superback technology witch leads to VERY, VERY durable compressors. The are designed to be overworked and underpaid.
There are discrepancies all over the web concerning the compressor maps. Take what you hear/read with a grain of salt and a shot of tequila, and the worm.
The holset is fine with stock 4g63 oil pressure from the oil filter housing. If you have no b shafts, you'll need a restrictor. The drain line is a garret bolt pattern. The feed line is different for different turbos.
Maps:
1. HX-35/HY35-HE341/HE351 map: provided by myself per Cummins contact
2. HX-40 map: provided by our friends at Honda-Tech per Holset
3. HX-40 map: provided by our friends at Honda-Tech per Holset
4. HX-40 map: provided by our friends at Honda-Tech per Holset
5. HX40/Super40/HX-52 map: provided by dsm-onster per Holset
6. H1E map: provided by dsm-onster per Holset
7. H1E map: provided by (edit in process)
8. H2C map: provided by dsm-onster per (edit in process)
9. H2E map: provided by (edit in process)
10. H2E map provided by dsm-onster per (edit in process)
*I think it's important to only say what modifications you have to your TURBO. It's not important to know what brand of pistons you have or what kind of wastegate you have. What is important is what effects that particular run in terms of traction and horsepower.*
Turbo: HX-35 straight off an '02 Dodge Ram. HX-40 compressor wheel w/ housing. Stock exhaust housing with welded wastegate flapper.
Boost Level: 37psi.
Compression: 8.3:1
Fuel: Pump 94 octane + 2x M10 meth nozzles.
Tires: 225/55/16 Falken 912 all season street radials.
Transmission
TRE Stage 2+
Fidanza Flywheel
ACT 2600 + Street disk
Other mods
SSAC FMIC
Greddy Type RS BOV
FP Race Mani
HX40 Pro 6 blade in a .55ar BEP housing
FP 4" Intake
3"ATR 02 eliminator DP (no cat)
Apexi N1 Catback
DSMLink
MAF Translator w/ 3" GM MAF (uncalibrated)
Hallman Pro MBC @ 24psi
AEM UEGO
Dyno was on pump 93 with peak timing at 15*. No track times to date. Will re-update post rebuild.
Full boost @ 4175 per DSMLink. Very linear pull. Motor was destroyed when the head lifted and hydrolocked the motor cruising on the interstate.
Install pictures: (note this is with a 1/2 spacer between the head and exhaust manifold)
Going back a few years, but I ran a best of 11.08 @ 128 on the HX40 6 bladed in the DSM bolt-on housing. 32-33 psi, very conservative timing (maybe 12-13 degrees peak), high 11-low 12 AFRs, C16. Here's a mod list at the time:
built 6 bolt, 2.0, ross/eagle 8.5:1
stock head, ARPs, FP2s, JMFab SMIM
24" x 12" x 3.5" FMIC w/2.5" piping & Tial BOV
HX40pro with bullseye bolt-on housing
Tial 40mm gate on ported EVO manifold
4" cold air inlet with filter in stock IC location
Fluidyne radiator
full 3" exhaust, EVO o2 housing
Supra pump, 950s, SX FPR, stock rail/feed/return lines
Built trans w/evo forks, 4 spider, upgraded synchros
ACT 2900 w/street disc and ACT street flywheel
AEM EMS, AEM UEGO wideband, 5bar MAP, AIT
Nitto 245/50 16 drag radials on RX7 wheels (probably cost 20whp!)
S&W 8pt cage, Corbeau seats, harnesses, full interior minus back seat
Ksport drag coilovers
Full weight, still had bumpers, power steering, heat
Pushrod 3800 Series2 GM v6. HX35 99-02 56mm 7blade ~58lb/m max flow 12cm/2 exhaust. No numbers yet, just some logs and pictures. log confirms flow readings. Spool on my pushrod 3.8L comes on just off the converter.. about 3200--3400RPMS to make full boost.
Holset H1C bep small bolton housing
Fp2X cams
3" exhaust
Ebay wastegate
Ebay FMIC
2g MAF & dsmlink w/ plenty of fuel
Pump gas
Full boost by 3400rpms in 3rd gear.
36lb/min at only 19psi at only 6300rpms:
2.31sec 70-90mph time with hellatious phantom knock (13 degrees of timing pulled). This is terrible for a turbine wheel to endure because of the resulting high EGT. but she's been good for a long while. 40lb/min logs to come after the engine rebuild. I've logged this high before, but on the old PC with a dead hard drive. Times this upcoming season.
____________________________
Matt
dd '90 GST, Holset H1C
Last edited by dsm-onster; 11-06-2008 at 10:35 AM.
Various results from those that do not have proven member status
I have Morphius' permission to post up some impressive results from a user who doesn't have the status to access this forum yet. Badman21. 653whp. 40psi with the HX40 with small BEP housing
Mod list copied straight from his private message:
2.3 stroker motor
eagle rods and weisco pistons 100mm 4g64 crank
hks 272 intake and exhaust cams
stock 2g head
ptt twin disc clutch
dogmisson from magnus motorsports
holset hx40m with .55ar
3inch downpipe into a 4inch exhaust
shearer fabrications t3 exhaust manifold
magnus motorsports intake manifold with q45 thottle body
slowboyracing intercooler
dual bosch 044 fuel pumps -8 fuel feed line
4 1600cc injectors
wolf ems standalone system tuned by waynespeed
Here's a thread on a newbie's results with the bolton hx40, stock long block (272cams) and pumpgas on a dyno dynamics. I'm posting it here until the poster moves to proven member status.
35/40 hybrid with only a 58mm 8blade hx40 compressor and the a full hx40 with a 6blade compressor. Impressive for 23psi and 25psi respectively especially considering the weight. A 4g64 only has .1L less displacement.
____________________________
Matt
dd '90 GST, Holset H1C
Last edited by dsm-onster; 04-27-2009 at 10:25 AM.
Will edit when I find some more of my material that I have posted. For now check out the link at the bottom of the post.
Quote:
So I got to start and drive the new setup for the first time today. All I can say is wow.
The setup.
8.3:1 7 bolt 2.4.
stock 2g head, cams, intake.
Stock ex manifold with homemade adapter.
HE351VE VGT turbo.
~50% E85
No intercooler at the moment
Megasquirt 2 Extra 2.01
Running on a basemap generated by the computer, so rich it makes my eyes water, ignition timing is low and may be off, need to borrow a timing light.
8" of 3" pipe after the turbo to get the exhaust out of the engine bay
To start off the VGT rack is closed all the way. I have a 14b actuator on it, with no boost source. Relying on my right foot and the boost cut in the MS for safety.
Sounds like a freaking jet, the only noise is the turbine whine, I am driving around with no hood.
Its been a few months since I got to drive it, but cabin exhaust noise is less than the 2.5" dp and 3" test pipe back greddy evo style full exhaust.
8" of 3" pipe for an exhaust
No intercooler
E85
8-8.3:1 compression
stock head, cams, intake manifold
Fairly low timing
4th gear
1800 1psi
1900 2psi
20003psi
2500 8psi
2600 10 psi
2900 15 psi.
Didn't hear any surging whatsoever. It spools quick enough to blow off lightly revving in neutral.
Results with VGT wastegate actuator (14b stock actuator) connected, but external gate with no boost source.
Quote:
The actuator holds the VGT closed until 6-7 psi, then spool slows down. Its weird, driving normally you can't really hear much exhaust note wise the only thing you hear is the turbine wheel whistling, keep in mind this is through 8" of exhaust. Once it hits 6-7 lbs, the note changes totally, the rack is open fully by ~10-11 lbs I beleive. It sounds sort of like an electric cutout opening, but not as loud. I think even though it has a huge hotside the vanes still help quiet it down, but make it whistle more. Go under and overpass and it sounds like a jet flying by.
It spools a good 1000-1200 rpm faster than the small 8 blade HX40 in the .55A/R bullseye housing I had on the car before.
To use one of these it will require an external wastegate also, the VGT doesn't hold boost low enough.
Even with the VGT open fully which is somewhere far above 1A/R. Over 3500rpm or so the boost keeps climbing, by 4400 rpm it reaches 24lbs and climbing rapidly.
I clayed the hotside fully closed the nozzle area is all the way down to between 3-4 cm^2 and the housing is marked for 25cm^2 for max size.
This is a log showing boost response. Conditions are steady state cruise at ~70mph on the interstate. 60-70kpa manifold pressure. Go WOT and 9psi of boost comes in about .95 seconds, then rises more slowly from there. Its been a while since I ran a 16g on my 2.4l but this is faster than I remember it spooling under similar conditions.
Wheel sizes.
Quote:
My HE351VE came today that I got off ebay. Immediately had to take it apart. lol
Took some measurements. The compressor measurements are approximate since it is a 7 blade wheel.
Turbine
EX 2.357
IND 2.755
Compressor
EX 3.38
IND 2.37
Looks like a ~60mm compressor with an 85-86mm exducer.
As far as people afraid to run one because of supposed high EGT issues with the VGT turbos. I only have limited testing so far, and didn't have an EGT probe installed in the manifold. I do know that at first I had EXTREMELY conservative timing in the MS due to having no intercooler. The timing was even lower than that, by about 10 degrees from the CAS being set incorrectly. My timing light was broken. Timing at the onset of boost was near TDC, and probably no higher than 5 degrees total. All 3 things(low timing curve, take away another 10 degrees, and no intercooler) tend to lead to VERY high EGT's, and I haven't had any issues with the turbo whatsoever.
____________________________
Aero
Last edited by aero_sallee; 05-01-2009 at 02:19 PM.
Reason: Replaced bad links
Well got back from the dyno, was a terrible day as usual when you want things to work out!
Left here all ready running 34-35psi and got to the dyno and boost was 26-27 PSI!!!! somehow developed a HUGE leak along the last day or two! I tryed to turn it up and started to blow hot air and eventually maxed out the boost controller as the turbo was trying to do all i could.
485.2 Hp
429.9 Tq
I didnt have enough tools to do a leak test with me so i just packed up and went home.
BTW this was done on a MUSTANG dyno.
As i have mentioned before had a big leak so boost on this run was around 30 psi or so.
hx-40 6 blade
t-3 .70 A/R
DNP tube manny
272 cams
STOCK motor
STOCK intake
STOCK TB
3 inch exhaust
M15 meth injection
AVE gas
HX-40 bolt on housing, 8 blade compressor wheel, water cooled
Stock 1G pistons and rods
ARP head stud and FP2 cams
JM Street SMIM
Ported stock 2G manifold with 2 35mm wastgates
E85 fuel
Best 1/8 7.1 Best 1/8 mph 106
534.8 AWHP 450.2 AWTQ on a dynopack
Only pay attention to the top green and red line. The other lines where from another dyno session.
This was at 30psi, 100% 93oct pump gas. The bitter-sweet part is, after making these numbers, I took the car home and blew the turbo doing a WOT pull -- wont make any boost now and smokes bad.
Added: I was using a stock 2g timing map, with pulling a degree or two from 5k to 8k.
Motor:
JDM 6-bolt
3rd gen revised lifters
Brian Crower 272 cams
Balance shaft removal
180 degree thermostat, 1.1bar rad cap
OEM (1990) External oil cooler w/ -8 lines
Intake:
4" Forced Performance Intake pipe
Buschur Racing (evo) FMIC 24x10.5x3.5" with piping
Greddy Type-S blow off valve
Ported 63mm throttle body
Port mached 63mm stock Intake manifold (powdercoated silver)
Exhaust/Turbo:
3" Megan downpipe
3" QTP Electric Cutout
Stock cat-back
Holset HX-40 6-blade with BEP bolt-on housing
Forced Performance Oil restrictor, fed from filter housing
Forced Performance Race Exhaust Manifold
Victory Performance tubular o2 housing with Tial 38mm exernal wastegate
Hallman Pro boost controller
Fuel:
FIC 950cc fuel injectors
Aeromotive Adjustable Fuel Pressure Regulator
Walbro 255 Fuel Pump
Pushlok -6 hose from fuel filter to rail, and rail to regulator
Drivetrain:
Fidanza Short Throw Shifter, South Bend Kevlar Disk, ACT 2600 Pressure Plate, ACT Flywheel, OEM TOB, Skateboard Bearing Mod, DIY Symborski Shift Kit
Time Slip
60': 1.937
1/8 Mile ET: Wasn't working properly
1/8 Mile MPH: Wasn't Working Properly
1/4 Mile ET: 12.205
1/4 Mile MPH: 119.87
All in all its not a bad time. My car weighed in at 3430 with a full tank of gas and me in it. I left the track with 3/4 of a tank so you be the judge on my official weight. We are hoping to go back in a week or so a little bit lighter and with a little more boost/timing . Hopefully I will be able to edit with some better results.
Ok so here is a couple slips on my 2.3 stroker/hx40 combo.....little background on the run....I made two runs on 17-18psi then when i turned the boost up, I must have caught my foot on the clutch switch/NLTS wires and pulled them apart. As soon as I hit 5500rpm where my studderbox was set I would hit the studderbox in every gear lol.....so I made two good runs but only on 17ish psi. My logger cut out right after my first run so i couldnt do any tuning either. But it was running pig rich as my first log showed 02 readings at 1.03-1.05!!!! Wideband will be installed by the next track outting! here ya go....
60ft 1.79
1/4 mile 12.75
mph 109
60ft 1.84
1/4 mile 12.80
mph 108.2
really cant wait to run some damn boost!!! Due to our elevation at the track (numidia raceway) we normally are 2-3 tenths slower then E-town or maple grove.
____________________________
95 Talon AWD Hx-40/ 2.3 FFWD stroker
This was on e85 instead of the pump gas and methanol that netted 653whp.
Same mods:
2.3 stroker motor
eagle rods and weisco pistons 100mm 4g64 crank
hks 272 intake and exhaust cams
stock 2g head
ptt twin disc clutch
dogmisson from magnus motorsports
holset hx40m with .55ar
3inch downpipe into a 4inch exhaust
shearer fabrications t3 exhaust manifold
magnus motorsports intake manifold with q45 thottle body
slowboyracing intercooler
dual bosch 044 fuel pumps -8 fuel feed line
4 1600cc injectors
wolf ems standalone system tuned by waynespeed
____________________________
Matt
dd '90 GST, Holset H1C
just wwanted to update everyone on my results, so far at 15* timing and 26psi I'm flowing almost 53LBS/min on my T3 HX-40, 60mm,7-blade turbo. thats about 6 Lbs/min more per psi then my bolt-on hx-35. 93 OCT fuel, stock 19Year old 7.8:1 block with 111,000 miles on it
latest log shows full boost at 5300rpms but my car shows full boost at 4600rpms.
My thoughts are, completely different beast then the hx35, not a very good street turbo, but who cares when i give it gas. It sounds like an N/A Honda even with my thermal R&D exhaust until boost hits, thens its very loud. my fuel trims are off as i have an exhaust leak at the V-band from a warped flange. there is no end to the top end pull on my current setup.
update: ran 12.02 @ 121mph on 23psi spinning all through 1st and then short shifted to 2nd and it bogged totally! My tires are down to the nylon cord on all 4 so Im getting tires and hitting the track again on Friday and Saturday.....hopefully 30+ psi and some very low 11's shouldnt be a problem!
____________________________
95 Talon AWD Hx-40/ 2.3 FFWD stroker
12.3 @ 117mph on a 8 blade HX35/40 hybrid (not sure on the exhaust side cm2). 2wd R32 Skyline with a RB25 swap on crappy nitto drag radials.
11.8 @ 124mph with a trunk full of crap and a passenger. 6 blade HX40 with a 19cm ex housing on Mickey T drag radials. Best mph same night of 127. It's got mid 11's in it for sure. The motor is laying down though, so I don't know if I'll be able to do better anytime soon.
*edit*
dsm-monster,
I didn't see where you actually added my times above or I wouldn't have thrown them up again. Sorry
Last edited by SkylinesSuck; 05-20-2009 at 06:22 AM.
Reason: not reading dsm-monster's edit
Holset HX35 7-blade (built by yours truly) @ 30psi in a BEP T3 .70 a/r turbine housing mated to an ERL manifold. Completely stock 6-bolt with 130k (no balance shafts), Comp 101200 Cams in a stock 1G head.
After Months of B.S. and waiting I finally got my car Dynoed. The run was done on pump gas at only 25psi because the boost controller (profec B) would not allow the boost to go any higher. Polk claims the dyno was reading the torque levels incorrectly and that the printout should show engine speed instead of RPM's so the RPM numbers at the bottom of the sheet are wrong. They said they only revved the engine to 7000rpms because the numbers started falling off after 6800 due to the stock head. They also said that the torque numbers were reading incorrectly (around 700 ft lbs) but that the car only actually made around 420ish torque.
HP: 454.84
Tq: 420ish??
Mods:
2.4 4G64 7-bolt
Crower rods and Weisco pistons .20 over 9:1 compression w polished 100mm 4g64 crank
FP3 intake and exhaust cams w FP dual valve springs & retainers
stock 2g head
SBR SB4000 clutch
Stage 1 Shep rebuilt transmission
Crappy 3" Dejon CIP-2gS intake pipe with 3" to 4" coupler/adapter to fit Holset inlet
Holset HX40 pro with 60mm 7-blade billet compressor and 18cm^2 (twin-scroll T4) housing
Dark Performance twin-scroll T4 exhaust manifold
3.5" custom v-band downpipe with recirculated 44mm tial Wastegate and 3 inch catback
Magnus 2G intake manifold with Accufab 62mm throttle body
PTE "800hp" intercooler w 2.5" IC pipes
dual Walbro 255 fuel pumps -8 fuel feed line
4 1200cc PTE injectors
DSMlink V2 w AEM 5bar MAP sensor tuned by Polk Performance
Last edited by Wicked95AWD; 07-08-2009 at 08:01 PM.
HX-40 bullseye t3 .70 a/r
e85
afpr
3 inch turbo back
dsmlink
1000cc
hks 272's
stock bottom end
act2600
Took the car to the track last friday with the boost around 25psi. Pulled it off the trailer first run I laid down an 11.95 @ 116. My injector duty cycle was high so I think I may have had a boost leak. I turned it down to 23psi and got them around 100% to be safe.
This is still a work in progress, but its together and im driving it so I'll add updates as I get them
I'll get more installed pics this weekend if I have time
Turbo
60mm 7-blade HX-40 with Holset T4 17cm^2 exhaust housing
Originally it came with a T3 18cm^2 housing, but it was too laggy in a non-divided housing for me
So after months of searching I bought this core with a damaged compressor wheel for the T4 17cm^2 exhaust housing
Platform
92 Eagle Talon AWD 6/4 3100lbs with driver
Engine
The first runs were made with 140 miles on the engine
Scat rods
9:1 stock bore Wiseco pistons (136k miles on bore)
Stock cleaned up 1g head
SS valves
Kiggly springs
HKS 272 cams
Stock 1g intake manifold
Stock TB
Exhaust
JHRacing divided T4 manifold with 44mm wastegates
3" Turbo back exhaust
Fuel
E85
FIC 1650cc injectors
Aeromotive fuel filter and AFPR @ 40psi
Walbro 255HP Intank +255 external ran in series
-8 fuel line
Drivetrain
Stock 2g 5-speed
South Bend Clutch DXD-F clutch
Unorthodox flywheel
Tuning
Eprom ecu with 750cc chip (prevous injectors were Delphi 95lb on e85)
Maft
SAFC2
PLX WB
Pocketlogger
Suspension
AGX KYB struts with Ground controlls
225/50R16 Bridgestone RE-01R on stock 2g 16x6 wheels (took 2 guys and the machine to mount them )
Other mods
Charged Air Top-Bottom flow FMIC
2.25 Lower pipe
2.5 Upper pipe
Ive had a few Holset setups on my car, but this is the one I decided to finish. So far I only have 300 miles on this setup, but im very impressed with it so far. I havent had much time to tune it yet either. Id consider it a great street setup. The power before its spooled is more linear and usable compared to the non-divided mani/18cm housing. Its fully spooled (30psi) around 4200rpm and pulls hard to my 9000rpm rev limit.
Like I said earlier, the engine only had 140 miles on it for its first trip to the track on this new setup. I had to pull 2 all nighters to even get the car done in time and had to take a couple parts with me to fix an ignition problem I found as I was leaving for the track. I changed the injectors the day I left for the track. I took a trip around the block to get a rough tune and thats about it. My afr was at a pretty constant 11:1(thats a gas scale, I usually tune to 12:1) without any knock and i didnt even check the base timing so im not sure how much timing I was running. I didnt really go to push it to the max. I drove it there so i didnt want to break anything. I didnt even get to look at my log from my last run. My tranny shifts its best when its warm and it was cold on all 4 of my runs, so that was giving me a little bit of trouble too. This was also the first time running it with a stutter box and NLTS which is making me relearn how the car likes to be launched.
First run: Bogged the launch. Half way down the track I rested my foot too hard on the clutch pedal and engaged the NLTS and thought I broke something. Still ran a 12.8@98 IIRC. Blew a coolant line on the way back to the pits. Great start to the weekend. I ran to the parts store for parts to fix the coolant leak and figured out it was the NLTS on the run and not something major. Disabled the NLTS so i didnt have to worry about it.
Second run: Somebody blew a tranny or engine or something and put alot of oil down. The track was shut down for over an hour. I didnt know I got put in that lane. Bogged the launch again, missed second and pretty much gave up after seeing all the oil dry on the last half of the track and shut down. Ran 13.2 I think the other guy ran 7s, so i probably looked super slow. End day 1.
Third run: Bogged the launch again, but not as bad. Missed 4th and ran a 11.97@118. Personal best time and I knew I could improve it.
Fourth run: I ened up lining up against a Dodge Cummins truck running a compound BW/Bullseye turbo setup. I thought that was a little ironic. Little better launch, but not a good one either. I short shifted into second and shifted a little slower than i usually do to make sure I didnt miss any gears. The truck got me out of the hole but i ran him down and pulled away with a 11.62@125. That was the last run of the weekend, but i had a lot of fun considering all the issues.
Here is the slip and vid from the last run. Ignore the lazy reaction time, it was from an arm drop.
Made 575 AWHP and 521 AWTQ on buschur mustang dyno at the shootout this past weekend. Intake temps were over 100 degrees and Wastegate was blowing open at 6K rpm, boost starting at near 40psi dropping to 29 by redline .. I'm sure it had at least 50 or more in it if the wastegate would have stayed shut!!
Oh well I have attached the DSMLink logs... Airflow is somewhat uncalibrated since my MAP sensor can only measure up to 39.4 and I was somewhere over that lol
My setup is listed below for parts reference, important parts:
Stock 6-bolt longblock/intake manifold (added ARP rod bolts and head studs)
FP2 cams using stock gears
60mm 6/12 blade HX40 Pro in BEP .55a/r bolt-on housing
E85 fuel setup, 1550cc FIC BlueMax, 2x255hp walbro pumps in series, -8 Pushloc lines, 78% IDC
Homebrew SS header
AMS FMIC
ECMlink V3 in SD
Thompson Racing Fab DSM flanged 3" o2 housing with 38mm tial, recirculated into a 3" cat-back.
I ended up hitting my goal of 430whp at 31psi with a *very* conservative tune at 12.0 AFR(gas) and 14* timing from 4500 up, so we ended the day there. I still have a Magnus intake manifold to install, but I'm happy with what she put down for now...
Here's the last pull:
The owner Jan has been great to work with, he really let me run the show how I wanted to, I'd highly recommend their shop for dyno time. Speed Industry, LLC
ECMlink log is attached for one of the last pulls.
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It should at least be a faster spooling viable option to the full t3/t4 50-trim.
Timing at the onset of boost was near TDC, and probably no higher than 5 degrees total. All 3 things(low timing curve, take away another 10 degrees, and no intercooler) tend to lead to VERY high EGT's, and I haven't had any issues with the turbo whatsoever.
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. Hopefully I will be able to edit with some better results.
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Personal best time and I knew I could improve it.
That was the last run of the weekend, but i had a lot of fun considering all the issues.
