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...

Yupper...steve is running stock manifold and head.

This is where I got mine for my HX40...if I can dig up the receipt I will find out which one I used on my setup and repost.http://www.atpturbo.com/Merchant2/merchant.mvc?Screen=CTGY&Store_Code=tp&Category_Code=OIL

Here ya go...

Here it is..this is the 516whp graph...we ran out of time on the dyno since we started late. We are going back down early spring to fine tune...but, have already started tweaking it at the track.

At this point...I dont think the BEP housing is holding me back. Actually, we havent spent a 'ton' of time tuning. That is the main problem....with running my businesses and raising a family...I have little to no time to get the car out for street tuning sessions. We ran out of time on the...

We took my car to Atco this saturday.Bolted on some KSport Pro Drag coilovers - what a difference. In the cold weather the car pulled a 1.59 60 foot.Best run was [email protected] - this was at only 12 degrees of timing.Last run wasnt clean after adjusting the timing so we dont know...

If you consider a stock 132k six bolt with 91psi of compression in #1 cylinder a motor to support a big turbo - you're wrong. I ran 11.52@127 with a beat motor - stock head, gasket and ARP's. Only engine mod done was ARP's, balance elim, and FP2's.I bought the turbo because it was...

It's on the pass. side rear corner of the valve cover.

I've seen those stock 2G hoses split at stock boost, I'd definitely get some metal piping done.

The 2G Manifold and EVO manifold are identical, except for the outlet hole diameter. Once both are ported to a 7cm gasket, they're identical. If you don't believe me, I'll go out to the garage and take pics of both and see if you can tell the difference. As for cracking, the EVO turbine housings...

There is another option - VPC. This will allow you to vent the BOV, eliminate the physical restriction of a MAF, compensate for the 550s, AND tune the car. You can pick them up used for barely more than a MAFT will cost.If you choose to get a chip, the Keydiver from DSMchips is a great...

And what your V8 friend doesn't realize is that the 4G63's rotating parts are very well balanced from the factory.

You've got to remember one thing - length. You'll have more voltage drop the further the wire run is. 14ga. might support 30 amps, but over 20 feet? Not likely. Put a voltmeter on the stock pump wire at the trunk and see for yourself. Then run 10 ga. and measure it again. Make sure to re-ground...

In my shop, 75% of jumped/snapped/stripped timing belts are due to the balance shafts seizing. IMO, bal. elim. is mandatory on an engine with over 100k. As for the engine having 152k, if it's had it's oil changed regularly it's whole life, it probably has alot of life left in it. I've seen 4G63s...