16g Questions / Problems

[1997_GSX]

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Well here are a lit of my current mods I tend to over-do everthing.

The car has 94k miles no rebuilds was a stock virgin car with no aftermarket parts when I bought it.

The 16g was used, it starts spooling around 3000 and it is 18psi by 4250!!! Something is messed up, Im thinking a pre turbine exhaust leak but my heat shields are installed and I have had no time to check for leaks yet.

I checked for boost leaks and came up with a tiny one around the injectors / intake manifold, the injectors have new viton seals from fic.

That is the reason I want a new turbo, like a 50 trim. Fast spooling and supports up to 400 whp, I want to run extremely low 12s in the quarter, I really want high elevins.

This car is my daily driver and only car so I really don't want something to extreme.




Mods:
Exhaust:
-Megan Racing 3" Downpipe
-Thermal R&D 3" Cat-back with 2.5" Section chopped and 3" flange and extension re-welded.
-No Cat

Fuel:
-Walbro 255HP
-Fuelab STM Kit Black on Black with CF Gauge
-650cc Injectors
-Premium Fuel Only

Engine:
-NGK 8mm Competition Sparkplug wire set
-NGK BPR7ES Spark Plugs
-3G Revised Lifters with larger Oil hole
-Mobil 1 Synthetic Oil / OEM Oil Filter
-Hard Ram Air Intake with Cone Filter

Turbo:
-HKS SSQV BOV
-MHI Big 16g Outlet Ported
-2.5" TiG welded mandrel bent aluminum piping, 4 Ply Couplers, T-bolt clamps.
-CX Racing 31"x12"x4" HUGE FMIC
-Custom Pushlock Oil Return Line
-18 PSI Daily
-Starts Spooling @ 3500 RPM
Full Boost @ 4250

Electronics / Gauges:
-Apex'i Super Air Flow Converter
-Greddy Full Auto Turbo Timer
-Greddy Profec B Spec-2
-AEM UEGO Wideband
-Autometer Boost Gauge with Vacuum
-Autometer Water Temperature Gauge
-3 Gauge A-Pillar Pod
-Palm M100 / Tungsten T Datalogger
-Boston Acoustics S60 Components in the doors and rear.

Appearance / Exterior:
-Silver Enkei RS-7 Wheels
-Clear Corners
-OEM Headlamps
-5000k HIDs
-No Fogs
-No Fog covers / dummy cover
-Painted Brake Calipers
-Cross Drilled and Slotted Rotors
-35% Tint
-Black Center Section

Drivetrain:
-SPEC Stage 3 6 Puck
-Dogboxracing Total Rebuild with new gears, intermediate shaft, and 4 Spyder Center Diff.
-ACT Lightened Flywheel
Redline MTL / Heavy Shock Proof.

Weight Reduction:
-Spare Tire / Jack and Tools Put in Garage
-17 Lb Wheels vs 25 Lb Stock

 

[erald01]

Honestly if i was you i would get a 50 trim so you have room to grow in the future.

 

[1997_GSX]

Then I have to buy an oil feed / return and all that crap.

 

[JusMX141]

Anybody know if Slowboy has an AWD dyno?

They used to- last I heard they were getting rid of it because it wasn't paying for itself.

If you're looking to unload your old Big 16G for core value, let me know.

 

[1997_GSX]

Well guys after debating against the evo 3 16g I Think I am gonna get the PTE 50 Trim .63 A/R.
I am leaning towards setup 1 even though I just ordered an O2 dump that just got shipped.

Setup 1:
What I want:
SCM5031E with Extreme PSI Install kit
HAFE Performance Manifold
Tial 38mm Wastegate with 1 bar spring.
Custom Dump tube


Setup 2
SCM5031E internal gate with Extreme PSI Install kit
FP Race Manifold
Open 02 Dump Housing


Now if I go with setup one will my stock 2g 02 housing be sufficient? My dad can port it for me so that is an option.

Does this seem like a decent set up for me, it is a daily driver? What are the spooling times gonna be like since it is non bb.

Will my Injen Intake mount up? or will I have to get a reducer?

Thanks Guys

 

[JusMX141]

Well guys after debating against the evo 3 16g I Think I am gonna get the PTE 50 Trim .63 A/R.

I don't want to talk you out of your idea if that's really the turbo you want to choose, but there are mixed feelings about PTE turbos.

- The price. FP's current Evo III 16G group buy pricing makes the 16G about $300-$400 less than the SCM 5031E.

- Precision's reliability seems to be rather hit-or-miss. I have some experience with this personally that I would rather not get into on this thread, but if you type "PTE" into the search bar of this site you'll see a few examples of reliability problems by other members.

- The design of the PTE DSM bolt-on turbine housing doesn't allow the T31 turbine to flow to it's potential, which hurts the total amount of airflow the turbo will generate in higher boost levels. This may not be noticeable at boost levels under 20psi, but if you ever decide to up the boost you may not see the airflow numbers the 50 trim compressor is capable of producing. There's a nice photo on FP's website displaying the design of the various DSM bolt-on turbine housing inlets. The photo is shown here, along with a nice description by fellow Wiseman DSM-onster of why the PTE housing restricts flow:

http://www.dsmtuners.com/forums/tur...bos-what-do-you-guys-think.html#post151688715

Now if I go with setup one will my stock 2g 02 housing be sufficient? My dad can port it for me so that is an option.

The stock 2G o2 housing will suffice if it's ported, or you may want to just upgrade the housing and save your dad alot of grinding. The eBay stainless tubular o2 housings work great for the price.

Does this seem like a decent set up for me, it is a daily driver? What are the spooling times gonna be like since it is non bb.

There are plenty of guys running 50 trims on their daily driven cars. On a stockish 2G I would expect full boost to be around 3800-4000 depending on supporting mods.

Will my Injen Intake mount up? or will I have to get a reducer?

You'll need another intake. I believe the Injen is only 2.25" at the turbo, and the inlet of the "E" compressor cover is 3". The Injen intake is designed to be used on the T25 and TD05H turbos, and would be a bottleneck on the 5031E.

 

[1997_GSX]

I don't want to talk you out of your idea if that's really the turbo you want to choose, but there are mixed feelings about PTE turbos.

- The price. FP's current Evo III 16G group buy pricing makes the 16G about $300-$400 less than the SCM 5031E.

- Precision's reliability seems to be rather hit-or-miss. I have some experience with this personally that I would rather not get into on this thread, but if you type "PTE" into the search bar of this site you'll see a few examples of reliability problems by other members.

- The design of the PTE DSM bolt-on turbine housing doesn't allow the T31 turbine to flow to it's potential, which hurts the total amount of airflow the turbo will generate in higher boost levels. This may not be noticeable at boost levels under 20psi, but if you ever decide to up the boost you may not see the airflow numbers the 50 trim compressor is capable of producing. There's a nice photo on FP's website displaying the design of the various DSM bolt-on turbine housing inlets. The photo is shown here, along with a nice description by fellow Wiseman DSM-onster of why the PTE housing restricts flow:

http://www.dsmtuners.com/forums/tur...bos-what-do-you-guys-think.html#post151688715


The stock 2G o2 housing will suffice if it's ported, or you may want to just upgrade the housing and save your dad alot of grinding. The eBay stainless tubular o2 housings work great for the price.



There are plenty of guys running 50 trims on their daily driven cars. On a stockish 2G I would expect full boost to be around 3800-4000 depending on supporting mods.


You'll need another intake. I believe the Injen is only 2.25" at the turbo, and the inlet of the "E" compressor cover is 3". The Injen intake is designed to be used on the T25 and TD05H turbos, and would be a bottleneck on the 5031E.

Well how would you rate a TD06h 20g, I plan to run 18psi, so what should the spool up times be like?

How are they for reliability