The Top DSM Community on the Web

For 1990-1999 Mitsubishi Eclipse, Eagle Talon, Plymouth Laser, and Galant VR-4 Owners. Log in to remove most ads.

Please Support RTM Racing
Please Support ExtremePSI

Lets talk bolt on housings

This site may earn a commission from merchant
affiliate links, including eBay, Amazon, and others.

This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.

Boosted DSM 32

10+ Year Contributor
681
2
Aug 21, 2011
McDonald, Ohio
I've searched and can't find very much information on bolt on housings for larger turbos (35r and bigger) for dsms. I have a billet ball bearing 6262 in .63ar bolt on housing, and I'm curious of what numbers people are putting down and what track times people are running with it, and other turbos like the Dsm86,82 fp red fp black ect...

From what I've seen on EvoM the bolt on housing doesn't seem to hurt max power to much but it really seems to fall off up top in the rpms.

Another thing I'm curious about is the difference precision and forced performance bolt on housings? I've been told forced performance housing flows much better than precisions.

I have all the supporting mods to max out whatever this 6262 can throw out and then some, so I'm really curious to see what kind of punch these larger turbos can do in the bolt on housings.
 
"From what I've seen on EvoM the bolt on housing doesn't seem to hurt max power to much but it really seems to fall off up top in the rpms." That's the main drawback of bolt on housings, they can't flow on the top end and the power drops off, for that reason I'm thinking of getting away from them when I upgrade from my 20g, getting a new exhaust manifold, new turbocharger, external wastegate+housing all at once is going to hurt though...
You can probably get close to 600whp on the PTE, and probably 11s or 10s in the 1/4.
 
PTE's bolt-on housing is historically a poor-flowing design. Literally anything else would flow better- I've seen 60 lb/min compressor wheels limited to 48-49 lb/min due to their turbine housing....and almost every SCM6152 I ever pulled down had the turbine inducer tips melted off due to excessive backpressure from a poorly-flowing turbine housing.

You must be logged in to view this image or video.


There are definitely better DSM bolt-on turbo choices out there to get you to your goal which will spool faster and be more-reliable. I'd venture to guess you're not going to see full boost until 4800rpms or so and be lucky to make 53-54 lb/min of peak airflow....which is downright poor in comparison to what the compressor is capable of.
 
I went 134mph on a PTE bolt on 50 trim @ 2920lbs. Pump gas + meth injection. 9:1 2.0, ported stock intake mani, HKS 272s, full exhaust.
I expect to run well into the 140's next year on the FP3052 in full daily street trim with road race brakes/suspension. Stoptech 355x32 rotors are 19lbs ea!
 
I'd be curious to know about the bullseye .55ar housing as well. If I'd be better off running a super hx40 then I'll just sell my 6262 and buy an hx40 and have 5-600 bucks left over. I have brand new fp manifold kit ready to bolt on
 
I have a ported 7 bolt intake manifold, lightly ported 7 bolt head and car will be run on e85. I have a .83 v band t3 housing but I didn't want to spend a ton of money on a good t3 hot parts kit so I went Bolt on instead. What kind of power are guys laying down with an fp black pushed to the max? I've seen Evo guys making big power with them.
 
Where does the BEP .55 housing fit in max airflow wise compared to the pte or FP?
Impossible to say for sure because nobody's ever used the same housing on three identical turbos to compare. Different turbine wheels / turbo brands effect flow as well as spool.

The facts are that the BEP housing and the FP housing have a centered volute similar to a factory Garrett housing....so both of those are going to outflow PTE's off-centered volute design- especially on a Garrett-based turbo.

I went 134mph on a PTE bolt on 50 trim @ 2920lbs. Pump gas + meth injection. 9:1 2.0, ported stock intake mani, HKS 272s, full exhaust.
Customer of mine took a billet TD06SL2 20G to the exact same trap speed at 30-32psi burning E85 on a stock 6-bolt low end in a car that weighed exactly the same. The turbine housing used on that turbo was a MHI 7cm2.

There are always examples both ways, but on the whole you're not going to see amazing top end results from a PTE bolt-on housing no matter what compressor on the other side.

I expect to run well into the 140's next year on the FP3052 in full daily street trim with road race brakes/suspension.
Ironic that you're anticipating a higher trap speed from a turbo with a smaller turbine wheel than your PTE 50-trim. There's a reason for this. ;)
 
Maybe I'll post my turbo up for sale with the v band t3 housing and try to trade for an fp black. From what you'r saying I should be able to make a good deal more power with a bolt on black over the 6262 because of how much better the housing flows. I know Max cianci is running mid 9s on a bolt on 3582hta in a 3000 lb car which is amazing
 
The Black wouldn't be my first choice if you're getting away from the 6262 for being laggy and unreliable.

Look to something like the DSM82 which uses the same compressor as the Black but a higher-flowing GT35R turbine, FP35 turbine housing, and a super-durable Garrett GT-design ball bearing CHRA. It's more expensive than the Black but it will outspool, outlast, and outflow the Black.


In fact, here's a fine example from another thread: http://www.dsmtuners.com/threads/fp-jb-black-install-first-impressions.471748/#post-153486611

While the poster seems quite enthused, 51 lb/min @ 27psi reaching full boost at 4800rpms is absolutely nothing to write home about for a DSM-flanged turbocharger. The 1G intake manifold isn't holding the turbo back one bit- I have a customer who's made over 600whp with a stock 2G 52mm throttle body.

So when does the Black begin to make serious airflow? 35psi? Turn the wick up any higher and you're well over 5K before the boost gauge reaches it's happy place. At that point you may as well have kept the 6262 because at least you can adapt a better-flowing turbine housing down the road.
 
The Black wouldn't be my first choice if you're getting away from the 6262 for being laggy and unreliable.

Look to something like the DSM82 which uses the same compressor as the Black but a higher-flowing GT35R turbine, FP35 turbine housing, and a super-durable Garrett GT-design ball bearing CHRA. It's more expensive than the Black but it will outspool, outlast, and outflow the Black.


In fact, here's a fine example from another thread: http://www.dsmtuners.com/threads/fp-jb-black-install-first-impressions.471748/#post-153486611

While the poster seems quite enthused, 51 lb/min @ 27psi reaching full boost at 4800rpms is absolutely nothing to write home about for a DSM-flanged turbocharger. The 1G intake manifold isn't holding the turbo back one bit- I have a customer who's made over 600whp with a stock 2G 52mm throttle body.

So when does the Black begin to make serious airflow? 35psi? Turn the wick up any higher and you're well over 5K before the boost gauge reaches it's happy place. At that point you may as well have kept the 6262 because at least you can adapt a better-flowing turbine housing down the road.
Good info looks like I'll stay away from the black. For now I guess my best option is to just keep what I have and run it and see what it'll do, and then either go t3 or change to a different bolt on setup
 
Support Vendors who Support the DSM Community
Boosted Fabrication ECM Tuning ExtremePSI Fuel Injector Clinic Innovation Products Jacks Transmissions JNZ Tuning Kiggly Racing Morrison Fabrications MyMitsubishiStore.com RixRacing RockAuto RTM Racing STM Tuned

Latest posts

Build Thread Updates

Vendor Updates

Latest Classifieds

Back
Top