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2G Borg Warner s485

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Datkins1463

Probationary Member
5
0
Mar 23, 2022
Tazewell, Tennessee
I have a spare Borg Warner s485 I’m wanting to put on my 98 gsx 1000hp build, it has a t6 flange what manifold if any is there for me to use?
 
There’s no off the shelf T6 flange options, you’d have to talk to a fabricator about making you something. However, if you’re looking for 1000whp that’s not at all the correct turbocharger. In fact, the quickest awd DSM on the planet doesn’t utilize a turbocharger that big. This isn’t to bash you, but to put into perspective you likely won’t have an engine capable of reving out high enough to have a useful powerband on an s485 even if you went through the hassle of fitting it up. For sake of example, people have hit almost 900 at the wheels on the PTE 6466 on a Mustang dyno (low reading) with a .82ar turbine housing, many have exceeded 900 with larger turbine housings. If you’re serious on that 1000whp mark and dead set on a Borg turbo then the s372sxe is what you want to look at, hell an s369 will make over 900 with the proper support, but an s485 is completely impractical and wouldn’t work out well at all.
 
This guy ^^^ has no f***ing clue what he is talking about. A 6466 will not meet your goals. We run a maxed out 6466 and it is no where close to what he is claiming.

I have also personally maxed out a 369sxe on two different cars and neither of those were even close to 900whp. Think, hundreds of horsepower less.

A 372sxe will barely get close to the 1000whp mark. And even then I would be surprised to see a dsm get that high. Again, this is speaking from actual experience.

And the fastest dsm on the planet actually uses a turbo much larger than what you have your eyes set on. So no, an 85mm is not unheard of. I have personally run an 83mm Borg Warner on a dsm at 57psi with a 300hp shot on top of that. Auto tranny car of course.

And to answer the original question. There are no off the shelf solutions. You will have to have someone build what you are asking for or do it yourself. I do them myself of course.
 
As a fellow dsm’er at altitude in Wyoming one thing I have to add to @biglady112’s post with all due respect is he didn’t mention he’s about 6000ft above sea level LOL, NOTHING flows up here what it does at sea level. But I still think the 6466 is a badass turbo. I’m a bit of a lurking nerd who remembers weird things and I believe he even said himself the 6466 all in was over 750whp which is nuts for a “TINY” 64mm at altitude. That’s a far cry from the 900+ you see on YouTube, but the pro charged vette and big turbo v8’s are also down on power up here. My point is I think the “1000” whp goal is cheesy and played out but to each their own, and I agree the s485 is overkill on a tiny 4g63:idontknow:
 
This guy ^^^ has no f***ing clue what he is talking about. A 6466 will not meet your goals. We run a maxed out 6466 and it is no where close to what he is claiming.

I have also personally maxed out a 369sxe on two different cars and neither of those were even close to 900whp. Think, hundreds of horsepower less.

A 372sxe will barely get close to the 1000whp mark. And even then I would be surprised to see a dsm get that high. Again, this is speaking from actual experience.

And the fastest dsm on the planet actually uses a turbo much larger than what you have your eyes set on. So no, an 85mm is not unheard of. I have personally run an 83mm Borg Warner on a dsm at 57psi with a 300hp shot on top of that. Auto tranny car of course.

And to answer the original question. There are no off the shelf solutions. You will have to have someone build what you are asking for or do it yourself. I do them myself of course.
I speak on only what I’ve seen, and this is speaking from seeing it myself on the lowest reading dyno in the area next to Buschur’s which you can hardly count as that thing reads all kinds of crazy low since it got hit by lightning several years back. Did I say a 6466 would hit 1000? No. I simply stated there’s people hitting just under and just over 900 on the 6466, based on that, it’s the year 2022 who in their right mind would see an s485 necessary in the least bit to make 1000? And yes that may be YOUR personal experience, but you have to factor in elevation was never mentioned and out here in the flattest part of Ohio in MY personal experience we’re seeing those numbers out of those mentioned turbos, again on a heartbreaker at that. As far as the red demon goes I don’t keep tabs of Devin’s every move but last I knew he was on an 83mm PTE, and if that’s good enough for deep 7’s, well you see where I’m going here. As far as what I’m “claiming”, again nowhere did I mention a 6466 would hit 1000, simply stating I’ve personally seen 893 at 47lbs on a low reading dyno with the .82 housing, and have seen others exceed that with different turbine housing options. And again, YOU maxed out 2 s369’s and didn’t see close to that 900 mark, but yet again, here’s video of one exceeding 900 on the same heartbreaker (without using a 300 shot), so again, you see where I’m going here. In no way is an s485 practical for the OP’s goal, to suggest otherwise with the technology we have in 2022 is asinine. I have read many of your posts over the years and respect your input but a little surprised at your response on that one.

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So first off, I’m a nitrous guy not a turbo guy so you’ll have to excuse me. Secondly, I live in Tennessee so the elevation isn’t stupid high. And a 1000 hp shouldn’t be anything to a fully built by boostin 4g63 LOL
 
So first off, I’m a nitrous guy not a turbo guy so you’ll have to excuse me. Secondly, I live in Tennessee so the elevation isn’t stupid high. And a 1000 hp shouldn’t be anything to a fully built by boostin 4g63 LOL
1000 won’t be a problem at all for one of their bottom ends, will just need the correct turbo set up and fuel system and support to do it. With everything that’s on the table with todays technology, and the fact you don’t live in high elevation, again an s485 would just be more of an issue to use and hurt more than it would help in your case. If you’re serious about that goal and the dollar amount it takes to make things work, look up others who have made that kind of power with a 4g63 and what it took to do so.
 
The Borg S400 series can be confusing with all of the turbine housing and wheel options...some of which do not interchange. The 83/74mm and 88/82mm turbine does not use the same bearing housing or turbine housing casting as the 96/88mm turbine. In all honesty the S300's are so versatile, weigh 15lbs less, take up far less space, and have compressors available up to 72mm.

We ran a Batmowheel S475 on the 88/82 turbine with a 1.10 T4 housing back-to-back against a Super 99 in the T3 .85 housing...and the Super 99 made 30 more horsepower at 6psi less boost despite the Super 99's turbine being only 76/67mm. Now that was all it had- the wastegate was pretty much clamped shut on the Super 99 at 46-47psi...and I can't confirm if the Batmowheel helped or hurt but when we tried the drop-in HX40 Batmowheel "upgrade" it didn't even perform as well as the stock cast HX40 compressor did. So perhaps a box S475 would've worked better...who knows. We also went from the single-scroll T3 manifold to a twin-scroll T4 for the S475 so who knows if there were some design issues with the manifold or another unknown factor.

From there I built the 475 into a 480 using a compressor package from Forced Inductions because the class limitation at IFO was 80mm. The 480 made some serious airflow. I think at one point during a track rental we logged 118 lb/min at 58psi (roughly 1180 crank horsepower). The bad news was we never really got the turbine housing dialed-in to the point of making the car drivable. Tried a 1.25 housing as that's what Jake Montgomery had used to go 7's with his S480 (although his was done with an auto trans) and the car wouldn't launch, fell completely out of boost on the 1-2 shift, and basically took half the track to get moving (over 4 seconds by the log). Went the complete other direction to a 1.00 housing and the drivability came back 100% but then we were having unrelated problems with the catch can being undersized. Another issue with the 480 was it was too big- the turbo wanted to be above where we felt safe revving the car on the stock oil pump/case...as in the dyno chart was still trending upward at 10,600rpms.


A good friend of mine just downgraded from a S485 on his built LS Regal because it was too laggy. I doubt a 4G63 with 200% less exhaust energy would be very fun to drive.
 
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