Sold. Thank you.

For Sale: 1992 Eclipse GST 5MT (67mm HX52/GSC S3s) w/ extra goodies - $6000No accidents, always garage kept, chassis has 126k miles. Have many records/receipts going back to the mid-1990s. Body is in good condition, with minor trim & cosmetics. In my ownership car was only driven in the...

The major OE manufacturers (passenger/commercial) have overwhelmingly backed the twinscroll horse due to the criteria set by the need for meeting emissions by bringing airflow up quickly while also satisfying customer demand for response, efficiency and power density.The cost and complexity...

Like so many other things.. if you don't know how to match components, the setup won't perform as it should.Anecdotes on how "twin scroll is hype" seems to be just that.. anecdotal. Open and divided each have applications where they shine.

Wow, I haven't checked this thread in a long time. Aaaaand I gotta say, that's impressive. Didn't think it could get worse.

Best bit of advice in here. And pick up some adapters to place the sending unit in several spots.. Otherwise you are flying blind.

When I took my "built" head (personally put ~50hours of hand porting/blending/etc into) to my machinist last year and found the cam caps had walked, I threw a spare 6 bolt NT head on.You can definitely make over 500whp (and then some) without touching a healthy stock head be it 6- or 7- bolt...

CFM is a volume flow rate, which is not really what changes so much as the charge density when swapping for a larger turbo and better IC.Displacement/VE/RPM determines the CFM throughput.. so if you have only replaced the turbo and IC, the volume flow will largely remain the same.

WMI and N2O perform very different functions... Nitrous Oxide significantly drops charge temp also, the rapid liquid-gas expansion is endothermic..Where do some of you guys come up with this stuff? This is like reading a transcript of the dudes chatting in line behind you at an Autozone..

Where exactly are you measuring pressure from? The same port the turbo will be feeding from?My service manual for the S200sx family (I had the 59mm a few years back) said max cold pressure of ~115psi and max warm pressure ~75psi, min idle pressure was ~10psi and had to be built in a few...

So if you have a good buddy making power, and say you have so many builds under your belt.. Why start a thread looking for advice/input on what's actually a fairly pedestrian power goal?

Why on earth would you go with a MAFT setup? Save your money from both of those, then put it towards a proper tuning solution and other supporting hardware for your 2.0.It's way too easy to get excited when starting a project and put yourself in a tough spot.You have a lot more research to...

This^ guy gets it.There's no way in hell a "twincharged" setup would be easier at any point in development or use. Sequential systems "switch" between turbos. While there's something of a hand-off employed in a well conceived compound system.. you don't need the insane valving/piping a...

Sequential and compound are two different concepts, where sequential is more complex yet with even more drawbacks.I and others here do know the science, perhaps you should investigate further. I have hands on experience with this not some Internet Expert.You started a thread seeking advice...

As noted, the term you're looking for is "compound" or series/staged turbochargers.The sizing split between a Super99 and a T28 is way too big. For a variety of reasons.You need to be far more specific on what kind of track you're actually talking about.Then consider if you have the...

A 56mm turbo is complete overkill for 300whp, but as you'll find, most "outgrow" 300whp fairly soon after hitting that target. So building around supporting the S200 may be a good idea in the long run.I just instinctively cringe when I hear jdm engine now.Seriously.. just grab some ACL...

For better or worse, this car doesn't really do "subtle."(Click pic to play)Especially as I'm still re-doing my hood/bumper cover.

Before we go recommending things, how about some insight into your budget and goals for the car?FWIW, I ran a 59mm S200sx on my previous 1G. Big fan of that snail. But it's not necessarily right for what you're after.

You don't want to try to "true-up" a gasket mating surface on a belt sander, even if it's at a machine shop. If a re torque doesn't do it, try a copper gasket. I've been coating mine with a healthy layer of copper spray too.If that still doesn't work, you may need to have them milled.Even...

If you think E85 alone accounts for ~400F differential, I have a bridge to sell you. Also, this setup gets 2-3gallons of pump 93 run through every few fill ups. The temp change is negligible at idle/cruise, and usually within 100F pre-turbine on my gas tune, which is considerably richer with...

My cruise temps are 450-650F.. you aren't towing anything are you? :DYou guys are running pretty hot, not that it's uncommon however. I try to keep everything below 1400. Granted, I also set out to control EGTs and cylinder head temp from the get go.~1200F is definitely not too low...

"Spools" to what boost and in which gear? Those are the sort of qualifying details that are crucial to statements on spool being of any use for comparison.Also need to consider if the car you're trying to reference against is FWD/AWD, its total weight vs. your weight and pretty much every...

1200-1300F pre-turbine a nice range to aim for at WOT.Yes, running rich can increase EGTs because the burn continues past the valve.

I'm running bigger gaps than that, and a bigger PtoW.If you're looking for greater than stock power (read: heat) this is a good thing.You want to match the tolerance for the application. If anything, my original plan was far more conservative than where I've wound up and they may be too...

If you are looking to make power upwards of 9k rpm, you're definitely going to want to consider Kiggly beehives and his HLA.. among a host of other things. Skip straight to building for the higher rpm power band if that is a for certain plan.There are a great many bits of prep along the way...

Who pissed in your cheerios? I said nothing to the effect that it cannot be done.

Well, it's more a function of the pressure in the exhaust manifold.. because that's what the spring is holding the valve against.Even at only 10psi boost with a TD04 turbine wheel in a dinky 5cm housing on a stock 4G63, it wouldn't be far fetched to expect exhaust manifold ("drive") pressure...

Why not just a cutout upstream of the cat if your set on keeping it?Personally seems counter productive to spend good money on a few feet of 3" pipe pre-fabbed only to leave drinking straw attached to the outlet.

UK... so are you looking for 500 at the crank (BHP) or 500 to the ground (WHP)?What pump fuel, 94RON? 98?

You are not going to enjoy trying to use heavier, unrefined hydrocarbons in a low comp spark ignition getup.

Match your oil weights to your temperature and pressure requirements people.. you want the thinnest possible cold weight that meets your needs. Don't just jump to a 20w50 unless you have to.This has to be one of the most discussed but least understood subjects in any car/bike/boat community...

If ever a 4g63 "needed" a clear cam gear cover and some goofy neon purple gears.. it's this one. I love that rear cowl.Perfect opportunity to set up your downpipe and wastegate dump(s) all of maybe 18" and aiming straight back too!

Knock..?

Nope. Really rough numbers, but 12cm^2 nozzle is going to translate to something like 0.9 A/R. This will behave like a ~0.55A/R open housing of the same flange. Fairly small.

Pull the injectors, clean them. Check the filter(s). Recalc the global fuel setting. Flush the fuel system and fill up with pump. Then open Link, turn down the boost, pull some timing and go see what she likes.

Keep that housing, with your displacement and 30+ psi boost you need to let her breathe.

I've had a ton of folks try to goad me into a race and I'll usually let them make fools of themselves, revving or peeling out in traffic.It's usually some teen in a bucket that looks like it crashed into aisle 5 at Autozone or a middle aged wannabe car guy in their brand new stock +...

Both Borg Warner and Garrett PDFs I've come across in the past show that within the same footprint, divided housings will spool like an open housing ~60-65% the size and for the same power will need to be ~120% the size of its open alternative.Easy example, if you're looking at a 1.15A/R...

Same results here on stock piston/rod motor, but an even bigger snail.. 67/98 compressor wheel. 1400 miles this year, 31psi, and an accidental third gear pull at 38psi a few weeks back. Super tall gearing (FWD Diff in AWD 5MT) and she's a pig, so some big time load.E85 is going to be closer...

What do you feel constitutes "high" oil temp and specifically, what oil are you running? (Brand/weight)

I also have a 90 OFH, cooler deleted at the moment. May add it back in after more testing of a couple hypotheses or if I find I can't keep oil temps in check through other means as she gets some proper track time and start turning the boost up further.Belly pan is only in the draft stage at...

On a high rpm, high VE 2.0l it's likely that even a 5 bar would be cutting it close depending on specifics. Put that turbo on an R6 or my 1.5L SOHC DD and 3.5bar would probably suffice :D

You're definitely on the right path. You are correct, the bay is evacuated under the car. That provides some other interesting benefits, but that is another discussion. Ductwork will make the single biggest difference. Basically, you want to encourage the biggest practical pressure differentials...

It's the hit to VE from "excessive" drive pressure, elevated EGTs and subsequently the charge contamination from both of those. Then to deal with that situation you have to compromise on your cam choices and settings.. less overlap, tighter, shorter, etc. Acting like a smaller cam basically...

Right^This is the block being discussed, not the head.It's not a "stock long block" record.Mine's barely modified in that respect, but just enough (ARP rod bolts, ACL bearings, machine work.. Some required, some elective :D) to where it's no longer stock.

No the 0.55A/R BEP housing will not physically choke on an HX35.Look elsewhere in your setup/tune.I ran the bolt on unit, then both open and divided T3, and finally the biggest divided T4 (1.22A/R) I could get my hands on while I was experimenting with turbine drive pressure.I never...

He's not wrong.The point was that the "14B no nitrous" record is right up there with that of a >54mm turbo at the moment. Rationalize that away however you like, I suppose. Or if it's just as simple as 'add lightness and slicks,' go do it.Let's not pretend the bolt-on housing is super...

Of all the things that didn't happen, this didn't happen the most.

Sounds like you need more fluid capacity, surface area and increased flow rate on the liquid circuit. A quart is way too small.

It sounds more like a combination of your tune and the cam timing than the turbo. You seem pretty set on blaming the turbo, and while that's not impossible, don't rule out things that are not immediately obvious.Whether it's because something has changed coincidentally when you switched turbos...