Whats your current Dream Turbo

[juanpac0]

HX-35 on a 2.0.

 

[dSmgs-T]

s362 t3 .70a/r w/2.3 stroker!!!!!

another month and it will not be a dream any longer

 

[SkylinesSuck]

You didn't put HX52 on the list, and that gets my vote. I also have one sitting on the floor right now waiting for me to pull the trigger

 

[92rsAWD4me]

s362 t3 .70a/r w/2.3 stroker!!!!!

another month and it will not be a dream any longer

Oh sure rub it in. Lol just kidding. I think an HX35 would suit me fine in the future. But in the meantime I will be running a rebuilt 14b with a 16g exhaust housing . I dont dream very big.

 

[Ravenous]

Holset HE351 VGT with fully programmable vain controller and enough room in the engine bay to make it work.

 

[Boosted98gsx]

I currently have my dream turbo

Only turbo I might want more is a GT4094R with an HTA billet comp wheel.

 

[dsmusmc]

Borg s362, divided .85 t3.

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+1

I will have mine in a few days. Cant beat a bad ass twin scroll setup.

 

[19BLACKGST98]

Mine is not on that list... but it is sitting int he back seat of the car waiting till I get a day off of work so that I can put it on

FP3082HTA

 

[dSmgs-T]

+1

I will have mine in a few days. Cant beat a bad ass twin scroll setup.

i kinda wish i went with the bad ass twin scroll club....

 

[Side_Show]

for daily driver FWD i would love to have a hx-40 and for my beast AWD would love the s372R

 

[ILLiCliPSE]

Just because one guy with an unlimited budget and a car shop did it.. don't take it for fact. Think of it as a high 9/ low 10s turbo.

Im just bringing out the fact that its capable of 8s in a full weight street car. Who cares if its a shop car or not. Why the hell would I think of it as a high 9/ low 10 second turbo? Having that kinda mentality wont get you very far.

 

[gsxtasy]

Im just bringing out the fact that its capable of 8s in a full weight street car. Who cares if its a shop car or not. Why the hell would I think of it as a high 9/ low 10 second turbo? Having that kinda mentality wont get you very far.

I'd like to see where this turbo is propelling full wight street cars to 8's?

Edit: I see AWD Motorsports did it eh? Is that really a full weight street car?

Edit #2: Is the 6262 a 62mm inducer? I don't know much about them.

 

[ILLiCliPSE]

I'd like to see where this turbo is propelling full wight street cars to 8's?

Edit: I see AWD Motorsports did it eh? Is that really a full weight street car?

Edit #2: Is the 6262 a 62mm inducer? I don't know much about them.

Yes its a full weight street car and an 'off-the-shelf' 6262, Ive seen the car in person plenty of times. I sometimes hang out with a couple of the guys from AWD Motorsport when theyre at the track for an event. They ran 8.98 and I believe they did it with only ~750awhp. My buddy's 2.3 Evo with a 6262 made 505awhp on pump gas (no meth) at only 21psi. That turbo is insane...

 

[thilaksharma]

anyone has the specifications of the 6262 ? i couldnts find them on pte's site

 

[dsm-onster]

Twin scroll 8blade hx40/wh1e with a 19cm^2 t4 turbine housing. The latter will spool faster on a 2.0L motor than anything mentioned here so far (well that's single scroll):

2.0L sierra cosworth with true twin scroll 19cm^2 h1e. . .
YouTube - Ford Sierra with Holset turbocharger


Still flows enough to eat 6-bolts .

 

[->PrOjEcTGS<-]

^^^ Needs AWD!!

 

[dSmgs-T]

^^^ Needs AWD!!

still bad A$$

 

[Artago]

I'm not picky toward brand or type, but whatever I run in the future will not be a journal-bearing Garrett.

I'm assuming you have a reason for this which has been discussed in another thread. Could you PM me the link to that thread so I can read as to why you dislike JB Garrett center sections?

Thanks Justin,

Tom

PS: I'm going to be rebuilding my BP 57-trim this weekend, any advice?

 

[JEFFREYCASTGSX]

I dream of the day of when VGT turbos are bolt-on of the shelf turbos, while at the same time having the hardware to operate the turbos to their FULL potential(ie; vains).

 

[dsm-onster]

Maybe you'll get rid of your 13g

^^^ Needs AWD!!

Merely showing how fast the turbo spools The engine bay shots show how large the turbine housing is. A smaller turbine housing has done more than what an 8blade compressor can deliver. I really am not interested in a 700whp turbo. 1) High slip (more blades) and low trim for a very efficient compressor, 2) big turbine housing twinscroll (forces the gases to do more work on the turbine and less on the intake charge & the bigger housing makes for lower back pressure while doing it) and low turbine wheel trim (extracts more work from the exhaust gases) for a very efficient turbine; great pumpgas power AND great spool.

 

[crimsondragon]

I'd be pretty happy with an FP3052. Or an FP Green. Ideally I would love to own a 35R kit from like PR. IMO, best entry level turbo straying away from the Mitsu housing. It's a bit overkill for my humble goals though. I'd be happy with a working 50 trim.

 

[JusMX141]

Could you PM me the link to that thread so I can read as to why you dislike JB Garrett center sections?

No need for me to link you....it's easier for me to explain.

I honestly believe Garrett is suffering right now among DSMers due to old technology. Half the popular Garrett compressor wheels can outflow what a DSM bolt-on turbine housing will allow with the turbine wheels they're using, and the turbos themselves just aren't durable. If you restrict the oil flow enough to get them to stop smoking, they blow from too little oil in the journals.

I never understood this fully until last summer with my buddy's new PTE 6031E. Now toward the end of it's lifespan he was absolutely wringing this turbo for all it was worth at 30-35psi, but it didn't hold up even at 20-25psi.

He started out by running the turbo unrestricted from the filter housing. It started smoking and sounding like a circular saw literally on the way home from it's first trip to the track with the turbo installed on a newly rebuilt engine. I pull the turbo down- there was wear on the journal bearings but no wheel damage or shaft scoring. The turbo showed signs of being over-oiled, so we installed a restrictor.

This time it lasts somewhere in the 800 mile range before the smoke show returns. Same story....worn journal bearings, no scoring or bluing on the shaft. Possibly still getting too much oil we think; we decided to remove the restrictor and move the oil source to the head.

This time the turbo lasts somewhere in the 1200 mile range before taking a shit on him while he's visiting friends in Georgia, a few hundred miles from home. This time the turbo developed a ton of in/out play, destroying both the turbine and compressor wheels.


....and that's how you throw $800 down the drain over a turbo that cannot be oiled properly on a DSM. We tried every oil source possible, two different feed lines, tons of different drain configurations, and the turbo ended up as a paperweight after one season. The turbo did make some decent power- 457whp @ 34psi on pump gas with Meth injection; but it was far too unreliable to be considered a good option that I would recommend as an upgrade.

However there are guys that use these turbos and love them; to each their own. Another buddy of mine ran a SBR G60 fed from the head for an entire season with not a single issue.

I prefer Holsets....the come from the factory built to handle boost in the 30's and 40's on diesels. No jacking around with 270* and "upgraded" 360* thrust plates....ALL HX35/40 cartridges use a 360* thrust plate and a thrust collar that's the size of a half dollar right from the factory.

 

[daren_p]

My current next turbo of choice will be the FP82 or 86 HTA. The 86 seems like sort of a waste in the small bolt on FP housing but if I descide to build a stroker (liking the 2.2L) the 86 would be a great street/strip choice & could always swap housings if I wanted to get the most out of it in the future.

 

[Artago]

No need for me to link you....it's easier for me to explain.

I honestly believe Garrett is suffering right now among DSMers due to old technology. Half the popular Garrett compressor wheels can outflow what a DSM bolt-on turbine housing will allow with the turbine wheels they're using, and the turbos themselves just aren't durable. If you restrict the oil flow enough to get them to stop smoking, they blow from too little oil in the journals.

I never understood this fully until last summer with my buddy's new PTE 6031E. Now toward the end of it's lifespan he was absolutely wringing this turbo for all it was worth at 30-35psi, but it didn't hold up even at 20-25psi.

He started out by running the turbo unrestricted from the filter housing. It started smoking and sounding like a circular saw literally on the way home from it's first trip to the track with the turbo installed on a newly rebuilt engine. I pull the turbo down- there was wear on the journal bearings but no wheel damage or shaft scoring. The turbo showed signs of being over-oiled, so we installed a restrictor.

This time it lasts somewhere in the 800 mile range before the smoke show returns. Same story....worn journal bearings, no scoring or bluing on the shaft. Possibly still getting too much oil we think; we decided to remove the restrictor and move the oil source to the head.

This time the turbo lasts somewhere in the 1200 mile range before taking a shit on him while he's visiting friends in Georgia, a few hundred miles from home. This time the turbo developed a ton of in/out play, destroying both the turbine and compressor wheels.


....and that's how you throw $800 down the drain over a turbo that cannot be oiled properly on a DSM. We tried every oil source possible, two different feed lines, tons of different drain configurations, and the turbo ended up as a paperweight after one season. The turbo did make some decent power- 457whp @ 34psi on pump gas with Meth injection; but it was far too unreliable to be considered a good option that I would recommend as an upgrade.

However there are guys that use these turbos and love them; to each their own. Another buddy of mine ran a SBR G60 fed from the head for an entire season with not a single issue.

I prefer Holsets....the come from the factory built to handle boost in the 30's and 40's on diesels. No jacking around with 270* and "upgraded" 360* thrust plates....ALL HX35/40 cartridges use a 360* thrust plate and a thrust collar that's the size of a half dollar right from the factory.

I see. I owned a BEP V-Trim as my first upgrade (you've read my thread on it) and it started smoking horribly after 3000 miles running only 15 PSi fed from OFH unrestricted (although the kink in the oil return was probably a factor). I replaced it with a BEP 57-Trim (thanks Paul at BEP for replacing it for free) and it lasted 2000 miles running 15 PSi fed from the OFH, this time restricted. It's back to smoking again. I'm planning to rebuild soon (already have the new journals and other parts) and then I plan to feed it from the head with a restrictor based on advice from turboglenn. If it doesn't last at least 15000 miles I'm just going to call it quits and replace it with something better.

This is where I need your advice. I'm looking for a bolt-on dsm turbo to fit my FP manifold which is capable of 400 AWHP on pump. The number one thing I'm looking for is reliability and durability. This is my DD and I don't want to be rebuilding the turbo ever 2000 miles because it's smoking.

What do you recommend for a bolt-on turbo that can flow 45+ lbs/min and make 400AWHP on pump?? Again, reliability is the number one concern.

I've been eye humping the HX35, HX40, BW256, BW258, BW259. (Not sure if all of them come in a bolt on housing)

Thanks Justin,

Tom

PS: Should I start a new thread to discuss?

 

[thilaksharma]

I've been eye humping the HX35, HX40, BW256, BW258, BW259. (Not sure if all of them come in a bolt on housing)

Thanks Justin,

Tom

PS: Should I start a new thread to discuss?

hx35 , hx40 , BW256-259 all of them come with .55 ar BEP