The current and previous versions of the snell are typically accepted. So if SA2010 is the current version, then the SA2005 is still good, but the SA2000 may no longer be accepted (depending on how strict the racing org. is).

I've been running a Walbro 255 High press. pump for a good 3 years/20K miles now without re-wiring and with a stock fuel pressure regulator and injectors. The drivability is great (highway fuel economy is around 27.5 mpg ave. with a best of 30mpg). The car idles/starts perfectly and the only...

I'd be interested and am in the Escanaba area (1G AWD Beige).- Brian

I would recommend the 6776RSP with the THF3-76 as the most suitable option. On the bigger breathing 2.4L, I think the 61mm wheel would need to be overspun to get that goal.The 6152 uses the T-350 wheel which some people call the stage V. The 6169 uses a 69 trim version of the P-trim wheel...

I don't think there is nearly the problem that is being suggested year. Yes, at times there is a small amount of air that escapes out between the comp. cover and the backing plate, however this is an extremely small percentage of the volume of air being moved by the turbo.Also, when doing...

It is a 7/16" x 24 inverted flare. I would HIGHLY suggest running an additional restrictor fitting.- Brian

The 300-5031 alone doesn't signify which turbine housing, just the comp. cover and CHRA.The .60 A/R will be the comp. cover, which is an E-cover in PTE's line.The .63 A/R would be the turbine housing.Hope that helps, Brian

When that compressor cover left PTE it was machined for a GT35R compressor wheel which by technical terms is a GT40 model style. It is different than any of the compressor wheels found in the GT40 turbos (which makes it confusing). The 6169 hand scribed onto the discharge of it reaffirms that...

Here is a bunch of information off of the Garrett website (www.turbobygarrett.com):This is Turbo Tech 102 on their site (sorry the pictures did not copy over, they can be seen on the Garrett site):1. Wheel trim topic coverageTrim is a common term used when talking about or...

If you take the comp. cover and turbine housing off of each turbo you'll see the wheels and the true differences. The inlet and discharge of the castings usually isn't where the restrictions are. They are also designed to connect with your existing exhaust/intake parts. Like other person said...

Inside the turbo the oil dissipates into many different directions. Most of the time when the oil is pushing past the seals the problem can be fixed with the oil return line or allowing the crankcase to breath easier.- Brian

Mike,The injectors you have are the 680's, not the 780's, and that is a flow matched set :thumb:If a box of say 65 lb. injectors comes in, not all injectors will flow exactly 65 lbs. Some will flow something like 63 lb. and some 67 lbs. (just as an example). Now let's convert this to...

Most likely you will notice no difference in spool time, low-end performance, and on the top end you may see a slight gain (although nothing major). The compressor map is based off of the capabilities of the compressor wheel, I don't believe the compressor cover is factored in.- Brian

PTE sells a water connection kit which includes banjo bolts and aluminum feed tubes. I believe the fittings are metric (14mm I believe). Hope that helps!Thanks, Brian

What do you mean by that?jo1: Who did you email at PTE?

The SCM-61 is not currently offered with a T-31 turbine wheel. The T-350 wheel has worked well in many applications around the 2.0L size, so I would say go with the T-350.The SCM-61 uses the 61mm inducer compressor wheel from the GT35R, not a 60-1 compressor wheel.- Brian

The SCM50, SCM32, and GT30R are all available with the internal gate from PTE :thumb:

What's the gap on your spark plugs? Could you be blowing out your spark?Your car jumps? :eek: lol

Is there a vacuum line going from the compressor cover to the wastegate? Are there any valves or switches in that line? Is the end of the actuator rod threaded? What happens if you disconnect the vacuum line to the wastegate? (which would tell you your base spring rate). If your base spring rate...

The Weldon 9200A should work, but they are kind of pricey.

Thank you for saying positive comments :thumb:PTE is probably not as big as you'd think. Often you will find PTE employees at major races across the country offering support to their customers. For instance, they were at the NHRA Sport Compact race in West Palm Beach, FL this past weekend...

Do you have a picture of the exhaust manifold/wastegate set up? A wastegate will flow a lot better if you mount it at a 45* angle to the exhaust flow as compared to a 90* like many people do. It basically falls into the same theory as porting the turbine housing.- Brian

What are your ultimate goals for the car? If you are looking for something to drive on the street and puts down 500+ to the tires at full boost, I'd go with the GT35R. If you are looking at making it a mostly race car and want 600+ to the tires, I would go for the 66.5mm inducer turbo. I don't...

I don't think the oil system for the turbo should be a place to try and cut costs. If you try something cheaper and mess up a seal, it would be cheaper in the long run just to have put the right drain on it in the first place. If you make your own, I'd error on the big side, make sure it won't...

PTE and I believe FP make ball bearing turbos for the Mitsu application. The ball bearing turbos seem to work very well on the Mitsu's.

I agree with Defiant.At least on the water cooled turbos I'm familiar with, they have a restrictor fitting in the oil supply and get MUCH less oil than the oil cooled center sections. I highly recommend water cooling if the turbo was originally designed as such. No, the turbo probably won't...

PTE has reps on many different forums (including this one), some of them just choose to lurk or post very little for many different reasons. :thumb:- Brian

I wouldn't put a restrictor in it as long as you're using one of the feed kits from the housing. Typically there are many more failures from a lack of oil than from too much oil on mitsu's. Check to make sure you don't have shaft play and make sure your oil drain is clear.

Precision only offers the .63 A/R with the SCM61. I believe you need that big of a turbine housing to flow the amount of power the turbo makes :thumb:

Typically PTE won't use the S-cover on Mitsu applications because the S-cover has a slightly larger exterior diameter than the E-cover. With the E-cover the water pipe and fans already have to be clearanced. The E-cover will flow enough to support the SCM61. When going larger than that, most go...

What is this information based off of? In many cases the 60-1 wheel has been replaced by the 61mm wheel from the GT35R.Thanks, Brian

I don't know what injectors Ford put into the ZX2, but I do know that most of the Ford V8's use a 14mm lower o-ring and 14mm fuel rail side O-ring. The Mitsu's typically use a 16mm lower o-ring and 11mm upper or fuel side O-ring. So, if I were to take a guess, I'd say they wouldn't work. - Brian

My friend's 1G 2.0L with stock cams and supporting hardware spools the SCM6152 to 20 psi at around 4,500 in 3rd.

Why are running the 1.06 A/R housing? My friend's SCM61 (the non-ball bearing version of that turbo) hits full spool around 4,500 rpm. That housing is killing your spool time.

It has to be a GT turbo because Garrett doesn't really make a T3/T4 50 trim. I suspect the GT30R would be about what you are looking for.

What are your goals for the car? You don't have injectors listed in your profile, you will need larger ones for a larger turbo. Sounds like a SCM50 (50 trim) would be a nice upgrade for a pump gas car. - Brian

The Garrett housing is kind of an oddball and isn't really supported by much. The PTE3255 has their PTE Housing, upgraded compressor wheel, and they switch from a 270* thrust bearing to a 360* bearing :thumb:

The first one looks like it's quite a bit larger. Larger turbos generally make more power on pump gas than smaller turbos, but you'll sacrifice spool time to get there. The GT35R is a much closer comparison to the first turbo :thumb:

Where did you get the compressor maps? PTE doesn't release them.

How much power are you looking to make? The first one has the potential of making more power. The second one is more efficient in it's peak area. How much boost are you willing to run?

The 680cc injectors will support 520 flywheel horsepower at 100% duty cycle and 468 flywheel horse at 90% duty cycle. So 580's would be too small, the 680's would be just right :thumb:

It's a volume issue, can't get enough oil volume from the head. Ball bearing turbos just need a restrictor to use oil from the housing.

The T350 wheel is what Turbonetics calls a Stage V. That's their nomenclature, so you won't find it on the Precision website :thumb:

That 1.06 a/r T4 will NOT spool well at all on a 2.0L. - Brian

I believe the 50 trim will support about as much power as the 7-bolt will take. I've also seen reports of the 50 trims running into the 11's.

To get you into the ballpark (engine efficiency and temps have an influence also), but take CFM x .069 = estimated lbs./min lbs./min x 10 = estimated HP

Don't forget that the trim is just a ratio between the inducer and exducer. The compressor wheel on it is a bit smaller than the one on the SCM50 (aka the 50 trim). I doubt that it'll support over 400 flywheel horse. GSX4Life is right on when he states who knows what 60 trim lol :D - Brian

I gotcha, I found that same info today. I guess the GT40 model name for that wheel came from back when HKS was calling their GT35R turbo the GT3540. I agree, my bad :thumb:

I don't see where you're coming up with the GT40 information as it does not use the 61 mm compressor wheel. The GT35R and the GT3561 use the same 61mm compressor wheel (56 trim). A GT35 non-ball bearing does not have an R on the end (the R designates the turbo as a ball bearing :thumb: ) Great...

Doesn't look very efficient to me. Peak of 73%, I know there are turbos out there more in the 75-77% neighborhood with a much larger island in that area.