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Holset Turbos, PART 7

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Look at the oem diesl applications and european gas race results coupled to the gas results this side of the pond for durability. Mine has been on 300+ mile trips across the bay (I live on the eastern shore VA).

Kind of figured it would be ok, just didnt want to head out on a 600 mile one way trip and have something go wrong
 
Hey guys I thought I would post what I just found out on my oiling for my holset h1e. I'm using a new. Motor, bsek, evo 3 ofh that's been ported, 1g oil cooler, turbo is being fed from the ofh. Via -4an line to an OBX .065" restrictor. Here are the results on 20-50 conventional oil: (match the numbers on the left in both sections= same time but oil pressure at the OFH and oil pressure at the turbo after restrictor)

motor oil
1.cold startup 80psi
2 60psi.
3. full hot idle 20psi
4. wot, 80+psi


turbo oil
1. cold startup 40psi
2. 30psi
3. full hot idle at 14psi
4. wot 65psi at 7k rpm

Here's how I tested it:

OFH>-4an feed>-4an to 1/8npt adapter>oil restrictor (1/8npt on both sides)>1/8npt 3-way fitting>side fitting on the 3 way fitting goes to the oil pressure gauge i bought for 20 bucks at checker auto>other side of the 3 way fitting goes to a 1/8npt to -4an adapter> a small -4an line I made to help with the small spot I was working with and making everything to fit when testing>turbo....whew...

Here's a pic of what it looked like:

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Just to let everyone know, dodge isn't the only truck to get a holset off of. I just bought a wh1c(hx35) off of a ford. Even the fitting that is v-banded to the compressor says ford on it.
 
my buddy just got his BEP housing for his hx35 (no WG) and i was checking it and noticed that you could easily run a WG on the o2 housing but i was wondering why i havent seen anyone try this yet?

i thought that doing it that way would allow you to use a divided mani and still use only one WG.

is the only reason no one has done this is because it would require a custom o2? or is there another reason im not seeing?
 
Hey guys I thought I would post what I just found out on my oiling for my holset h1e. I'm using a new. Motor, bsek, evo 3 ofh that's been ported, 1g oil cooler, turbo is being fed from the ofh. Via -4an line to an OBX .065" restrictor. Here are the results on 10w-30 conventional oil: (match the numbers on the left in both sections= same time but oil pressure at the OFH and oil pressure at the turbo after restrictor)

motor oil
1.cold startup 80psi
2 60psi.
3. full hot idle 20psi
4. wot, 80+psi


turbo oil
1. cold startup 40psi
2. 30psi
3. full hot idle at 14psi
4. wot 65psi at 7k rpm

I'll get pics up later on how I tested it.

You should also post the info here:
http://www.dsmtuners.com/forums/turbo-system-tech/244467-holset-hx-35-oiling-4.html

If you can provide some clear good pictures of how you tested it (equipment used, where tapped, etc), I could use them for the FAQ.
 
Just to let everyone know, dodge isn't the only truck to get a holset off of. I just bought a wh1c(hx35) off of a ford. Even the fitting that is v-banded to the compressor says ford on it.

AFAIK, Cummins were available in F550s and larger.


my buddy just got his BEP housing for his hx35 (no WG) and i was checking it and noticed that you could easily run a WG on the o2 housing but i was wondering why i havent seen anyone try this yet?

i thought that doing it that way would allow you to use a divided mani and still use only one WG.

is the only reason no one has done this is because it would require a custom o2? or is there another reason im not seeing?


Are you talking about the BEP housing or the Holset housing? Ive seen this on a lot of BEP housings, but a divided manifold isnt going to help a non-divided housing.

If you are talking about only gating 1/2 the cylinders using the Holset housing, there will be a VE difference between the gated and not gated cylinders that the ecu wont be able to compensate for. How much of a difference depends on the setup. This is how the turbo works on its original setup, but that is on a diesel. Another problem is going to be that the Holset doesnt have a divider wall between the turbine outlet and the wastegate outlet, so you would have to do something to keep them separated until after the wastegate.
 
Another problem is going to be that the Holset doesnt have a divider wall between the turbine outlet and the wastegate outlet, so you would have to do something to keep them separated until after the wastegate.

thats what i was missing i forgot that the holset housing is not divided. i could easily have that welded and machined flat.

thanks

im just trying to work out what i want to do becasue i would love to get a true divided t3 manifold but dont what the extra expense of a 2nd WG.

does anyone make an affordable divided t3 mani with no WG's
 
thats what i was missing i forgot that the holset housing is not divided. i could easily have that welded and machined flat.

thanks

im just trying to work out what i want to do becasue i would love to get a true divided t3 manifold but dont what the extra expense of a 2nd WG.

does anyone make an affordable divided t3 mani with no WG's

This is how Mitsu does it.
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so i cant go with a divided manifold on the stock holset housing even if i fill in the gap to divide the WG outlet and the turbine outlet because i would only be relieving one side of the twin scroll, correct?

is it something i could possibly machine to allow it to vent both sides? im going to have to take a closer look at the stock hx35 housing.
 
Im sure with the right tools you could make it work, but unless you can do all this yourself it would probably be cheaper to buy another wastegate. If cost is the issue, try finding used parts.
 
Well for me welding and machine is free/cheap. Im going to take a closer look at a housing and see what i can come up with
 
Just a question that I have not heard, the hx35 7 blade flows around 55lbs/min right? In the BEP housing, it can be maxed at 55lbs/min, but since it is more restrictive it takes more boost to get it up there right?

What about the T3 BEP housing? Would it flow more? Would it take less boost to make it there since it is less restrictive? What about spool speed differences? Anyone care to share thoughts?

Anyone have an answer to this? Wondering as I'm not sure if I should go the T3 route from 16g or just stay on stock mitsu housing.
 
Not sure if this helps you, but at 24psi I'm seeing 40lbs min in my BEP DSM housing. At 28psi I'm seeing 45lbs a minute.

Hmm I see 40lbs/min too on my evo16g running 25psi. I'm running e85 though, not sure if that would make it flow more or not.

I'm assuming T3 would make it flow more in the same psi level right? Because no offence that is not much difference from an evo16g turbo at that psi level. Around 28psi I would see 16g turbo falling and hx35 getting more airflow, but that requires a lot of psi to do that which I would see T3 being a better route in the T3 BEP Housing, but have not heard much about it.
 
I have the 7blade HX35 with the 12cm T3 housing, at 20 psi with FP2's I was seeing 42 lbs/min, and at 30 psi I'm seeing 54 lbs/min. Shitty ebay T3 manifold, stock 6 bolt head/IM. I plan on upping the boost within the next month to around 35 psi to max the compressor out.
 
I can't find where i read it, but on the compressor outlet on a HX35, what size coupler is needed to go from the outlet to the lower intercooler pipe? I'm going to need a 90* bend coupler and my FMIC piping is 2.5" but I can't remember if the compressor outlet is 2" or what. Also did i read that if the compressor outlet has the lip for a v-band that guys that grind that down so the coupler will fit over it? I guess you want to leave a little lip/bead so the coupler has something to grab on to.
 
The outlet is 2.5", once the lip is ground down.

Yes, grind the v-band lip down a bit to leave a "bead" for the coupler's clamp to seal against, unless you plan on tracking down a v-band flange that fits for your lower pipe (at least one eBay 2.5" v-band flange that I tried was too large, just FYI).
 
The outlet is 2.5", once the lip is ground down.

Yes, grind the v-band lip down a bit to leave a "bead" for the coupler's clamp to seal against, unless you plan on tracking down a v-band flange that fits for your lower pipe (at least one eBay 2.5" v-band flange that I tried was too large, just FYI).

Awesome, thanks for the fast reply too. Now i know what i need :thumb:
 
I have the 7blade HX35 with the 12cm T3 housing, at 20 psi with FP2's I was seeing 42 lbs/min, and at 30 psi I'm seeing 54 lbs/min. Shitty ebay T3 manifold, stock 6 bolt head/IM. I plan on upping the boost within the next month to around 35 psi to max the compressor out.

That is more like it, but that is stock divided T3 from hx35 right? What is difference in the T3 BEP Housing?

Also what is spool at 20psi?
 
Hmm I see 40lbs/min too on my evo16g running 25psi. I'm running e85 though, not sure if that would make it flow more or not.

I'm assuming T3 would make it flow more in the same psi level right? Because no offence that is not much difference from an evo16g turbo at that psi level. Around 28psi I would see 16g turbo falling and hx35 getting more airflow, but that requires a lot of psi to do that which I would see T3 being a better route in the T3 BEP Housing, but have not heard much about it.

Not with the stock cams are you seeing that muchwith an e3 16g!!!

"An" and "Mine" are two different words. One impies the general results. The other includes any metering differences your setup has as carried over to the swap to a different turbocharger. I've already posted a difference in flow at about the same psi with the identical setup and only slightly warmer teps for the turbo with the higher flow. 2psi lower for the bolton net 2lb/min more flow. 1psi difference is about 1lb/min give or take the setup. My setup only had a cam upgrade, which those cams were used on both turbos. NEITHER turbo was maxed out. So one cannot say the 16g compressor had nothing left. Clearly the bolton hx35 hotside flows more. And we all know the .55 a/r housing doesn't flow more than the t3 flanged housing options for the hx35. . .
 
I have the 7blade HX35 with the 12cm T3 housing, at 20 psi with FP2's I was seeing 42 lbs/min, and at 30 psi I'm seeing 54 lbs/min. Shitty ebay T3 manifold, stock 6 bolt head/IM. I plan on upping the boost within the next month to around 35 psi to max the compressor out.

Which ebay manifold, the cast, or tubular? I'm wanting to go with the stock 12cm housing on my wh1c, but need to know what clears the block. I've talked to a few people with the bolton, and they all say its hard to get it to flow. It would also be an added benifit for future turbo's to free myself from mitsu flanged options.
 
Not with the stock cams are you seeing that muchwith an e3 16g!!!

"An" and "Mine" are two different words. One impies the general results. The other includes any metering differences your setup has as carried over to the swap to a different turbocharger. I've already posted a difference in flow at about the same psi with the identical setup and only slightly warmer teps for the turbo with the higher flow. 2psi lower for the bolton net 2lb/min more flow. 1psi difference is about 1lb/min give or take the setup. My setup only had a cam upgrade, which those cams were used on both turbos. NEITHER turbo was maxed out. So one cannot say the 16g compressor had nothing left. Clearly the bolton hx35 hotside flows more. And we all know the .55 a/r housing doesn't flow more than the t3 flanged housing options for the hx35. . .

I'll post a log soon since I will be doing more tuning.

Also do you have differences in T3 BEP and mistu BEP? Like difference in spool? Difference in flow by psi level?

And yes I remember when you posted the difference at same psi level with a 16g, but once you get up there the only way to make power is with high boost like 40psi etc, when instead you can run a gt30r and run same flow with less boost. Now I'm not sure if this is true statement, but it is just from what I read, so not stating a fact here. Which is why I believe the stock BEP housing is so restrictive where you need real high boost in order to get to 55lbs/min or so. Which is the reason why I'm wondering about the T3 BEP housing.
 
"Once you get up there" ???? At only 19-20psi I was seeing 2lb/min more flow than the 16g at 22psi. with warmer ambient temps, same baro. Raising the boost would just push the 16g close to the limit. The holset has far more map. IF the spread is the same at 45psi who cares??? its still a huge difference. We all know the spread would be greater because the compressor responds to higher boost levels. Anyone who can read a compressor map can see that.

Not a bolton gt30r can show more power at the same boost. You didn't read that anywhere. . . from a credible source. Not with the same flow modificatins (same upgrade manifold, same exhaust manifold, same bore/stroke).

Most I've seen a bolton gt30r turbo do is 131mph trap with 3300lbs (brianawd). And he was running 33psi, with an fp exhaust manifold (which is proven to give higher trap speeds) and an extrude honed intake manifold, with I beleive fp2s (bigger than hks 272s. While at 28psi with a full weight 1g (3100lbs) has done 126mph with a stock 2g manifold and no extrude honed intake and the les topend happy hks272s by Mike1992. Brian was also running e85 with the tune dialed in for it. MUCH more timing. AND he was running MUCH more compression. . .

You will need more than what a bolton gt30r turbine housing can give for such high airflow. It's just what has to be done. What you do with that airflow comes down to your fuel/tune and CR/pumping-loss/etc. The bolton has net such a number before; it's been posted in these threads within the past 6months I think. You'll have to look back to see the actual logs. But they are infact already posted. I don't remember the boost. But no it was not outrageous.

Regardless, the bolton hx35 nets much better airflow at whatever psi vs. the e3 16g which you are coming from of you so choose to upgrade. If you go full garrett gt30r, you sure as hell better gain more airflow per psi vs. a bolton hx35. You will be paying out the ass for the hotside.
 
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