scotty nm35

Plenty of early shaft failures, and due to that it took months/years to supply some of the early orders and catch up with demand. Have you even read this thread?

I dunno about you guys, but most turbo cars I see already have a more than suitable stock BOV. Unfortunately they failed to make the intended splash onto the market, due to quite a few early failures, and it really doesn't matter the reason, people stepped back from them understandably. Garrett obviously tested their turbo's better, and decided not to release the Ti wheels just yet. I think they will be re-thinking that decision now.

Way to cut and paste something a dozen times. Learn to internetz please Platts. There is no way that harness will fit the VQ, it is a completely different plug. I think that is the Emanage ultimate compatibility list or something...

A lot of butthurt in here.... Just to rub it in, bikes were around before cars, and didn't need paved roads. The government then decided laying bitumen all around the country was a great way of speeding up the cars and trucks, meaning many many deaths over the years. The damage was already done though, horses were gone and bikes a second class mode of outdated transport. But both still prevail today. I say dig up the old infrastructure, and make way for the future of transport, because it certainly won't involve single occupant cars.

Was there much modification required? What turbo Griffin?

Garrett just released quite a few new twin scroll housings, what you on about Lithium?

Correct, and be much more accurate than a made up map to suit a made up application. Every engine will behave differently, depending on what you have in the way of restrictions to flow. After all, boost is only a measure of restriction.

I run Garrett and recommend them whenever possible. What I am after is a cheaper EFR without the bling. I only want the turbine/shaft preferably, shoved into a Garrett GTX core. If Garrett release a Ti wheel, BW will have missed their chance of a lifetime. No skin off my nose.

Just ceramic bearing failures. Been there tried that...

Oh crap, FP don't have compressor maps... Whatever would you do in that case? The sky is falling...

Sorry, there isn't one I can recommend, all have their drawbacks.

Huge restriction that flows 430+kw? Anything traps heat when the exhaust gasses are 1000+C. It is the way the materials deal with the heat, and how they allow expansion of the metal without cracking or warping that makes or breaks a setup.

Alex, everyone has differing opinions and theories, and sometimes mine are well out of the box, but I also prove mine on many occasions by making it work and getting the results. My theories have yet to let me down in practice, and I help build quite a few high power cars for customers. No-one is wrong in any situation, and if your 'Bolt-on' approach is easier by all means go for it. Remember, there is always a better way though.

And what, buy a new ECU just so I can log it? I would rather keep the cash aside for a new turbo if it lets go. Limits were meant to be exceeded.

No, no porting was done, just a 45mm gate off the housing. What is so hard to believe? The turbo nozzle is 10 times smaller than the runner diameters all added up, how can the manifold be the restriction. The turbo is the obvious restricted part, but hey, go and stick a .63 rear on for 'response'...

It's your money, I know of many other parts I would rather spend the $1500 on. Everything is a restriction to some extent, I just prefer the factory manifold to anything else I have fitted so far, including 6boost.

Stock. Has been proven to over 430rwkw by me so far, with a simple external gate off the turbo housing. More important than the manifold... Which fuel will you be running?

Split T4 flange though, correct?

Because they get sold bolt on crap that doesn't fit, by people that profit from it. Can you give us some idea of your projected power dreams?

Blah blah blah. You been listening to the wrong people my friend.

Stick with stock.

The BOV is incorporated for only one reason, the shaft would fail if you didn't run a bov at a guess, too brittle.

Is there somewhere to tap it on a gtr intercooler pipe though? I have tapped plenty into the RB25 pipe, just after the BOV...

Agreed Michael. I don't want a BOV on the compressor housing, or a stupidly long internal gate housing. I have a Tig welder handy which can place both exactly where they need to be to fit. What I am looking for is the EFR pictured above, Tial housing and all. The shaft speed sensor can even get farked.

I can tell you, keeping the split pulse is nowhere near as important as getting the Ti wheels in there. I will be going a single pulse manifold if nothing twin is available by then, as I believe the whole split V single debate is a bit of a crock. Externally gating off the housing opens up so many more options, and if the compressor housing is bulky and gets in the way, it will be modified. I will definitely be low mounting, whatever the turbo I end up with, but if you are seriously worried about a couple of kg mounted 6 inches higher, you have issues. The turbo fits where it fits, and it's my job to make it work. Dump radius, I have yet to see a good one on an Evo.