infomotive

Just had a look at the dyno chart and it seems quite laggy indicating potential system leaks, restrictive intercooler etc etc.

Likely over-sped. I just finished testing on a stock long block neo with bolt-ons. PSR5855G T4TS 0.85, P98, 25 psi 522 whp chassis dyno. Calculated and actual elevation 300m. 157000 rpm measured shaft speed at 7500rpm. Did have slight manifold leak when pressure tested. I would go with the 6255G to give you lee-way. PSR6258G version on built motor with cams was at around 130000rpm at 25psi 8200rpm and approx 600 whp, struggling with traction. No boost leaks. Whatever way you go doing a pressurized leak test is a must. Most systems have multiple leak points people are unaware of until tested. Hope this helps.

That PSR turbo has made 1016 hub HP at 41psi with 75 nitrous shot on a customers car on a 26. It has also made 567kw wheel at 32psi on a 25 restricted by fuel supply. Both on manual vehicles. The above runs are on an auto equipped vehicle with an obviously unhappy converter, and the power runs started at too low an rpm. That tends to cause the converter to be "blown through" on a power run and unreasonably low figures obtained, and overheating of the transmission. A tighter converter would improve this, or start the run at a higher rpm where the converter is more "coupled" to minimize the above effects. Also, mounting the air filter directly to the compressor inlet will normally result in restricted power and lag.

Material specification is the same as what Garrett use except for 713c Inconel only on the turbines, no Mar-M option at this point. Interestingly, I have replaced a Garrett Gen 2 GTX3582 that melted a hole through the turbine housing and damaged the turbine etc with a Pulsar equivalent. I supplied on the condition of no warranty as the customer was unwilling to fix the issues leading to the failure. The Pulsar turbo has against all odds survived, so far. Just cosmetic details.

Your assumptions are third rate. When you assume you make an ass of you and me... Visual inspection and disassembly of components by a competent tradesperson gives valuable insight. Axial and radial clearances check out and when monitored are not changing with harsh conditions like 2 bar boost and no BOV. Drilling and tapping housings for anyone with a little experience reveals quite quickly the quality of the material. If you have ever tightened a compressor cover bolt on a cheap turbo you will know it can be a tentative affair, not so on these. Threads are perpendicular to machined surfaces etc etc. Fasteners are good. V-band spigots are perfect. They weld perfect. They don't distort. They exceed expectations in quality, reliability and performance. There a a few minor details that are being improved as with any product. They are not for everyone. Some people will never be able to accept anything other than name brand and don't have the ability to do their own research and testing. And that's ok. Hope this helps the OP

Sure, when I have some time.

They are awesome! Really good quality in machining and materials and perform better than expected. I have a comparison between Garrett GTX3582R Gen1 1 and Pulsar 3566 for what it's worth.

Don't think response will be far off in the proposed turbine housing. Will certainly make more power. Just what the customer was told and told me. Was a 3684R 62mm.

Here is 25 neo GTW (Red) vs 3 Litre GTR head w cams etc Holset HCR40rs (Blue ) (supposed 650 kw hub)

Have experience with the 62mm version fitted into a crappy ill-machined chinese .63 undivided housing. RB25DET neo stock engine was approx 400kww on 98 around 27psi. Forged bottom end and light porting became more det limited as comp crept up a tad and was approx 380kww on 98 then 470kww on E78 approx 32 psi. Awesome turbo. With decent housing would be even better. If you want more chuck the KTS upgrad wheel on. Have dyno sheets if wanted.

The way you now have it plumbed is the normal way of plumbing a three port for most applications.

It sounds like you have a leaking WG diaphragm or hose to the top of the gate. Suck on hose to the top of the gate and suck on it and ensure it holds vacum. Jason

One thing you are forgetting is that there will ( should ) be a mains girdle in place when the block is bored/honed and this should be in place also when setting the ring gaps with the torque plate on.You will find it pretty difficult with the mains girdle in place to get in there from underneath... Jason

Run two of them with E85 and 5 Bar differential fuel pressure with 1800cc injectors (@ 5 Bar) at 90 % duty and they hold 5 Bar differential pressure perfect. Only dyno work so far so cant comment on longevity but for the price not really a concern.

No problem. I did some runs with E78 but found the traction limit unfortunately. Don't think there would be a-lot of peak power left but expect to be able to bold the curve further as still no timing added over pump E10 settings. Normal 3 port controller maxed up top. Identical turbo bar the compressor wheel. I simply removed the Z core and put W in for true back to back test. Cams are small but not much of the head really comparable to typical RB. .