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Sanctifier
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Joined: 07 Apr 2005
Posts: 1794
Location: Good question!
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 Posted: Sun Sep 25, 2005 10:47 am Post subject: The "Best" Turbo Upgrade for Evo 4G63 daily driver |
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What really is The "Best" Turbo Upgrade for an Evo 4G63 daily driver 
In reference to Norris Designs" SWB Evo IX "Monster," R. Mutt wrote this in another Forum...
| R. Mutt wrote: | ...too much power...makes more sense to me to use exotic materials, lighten
...as much as possible and get a responsive turbo good for around 450whp...like the HKS 3037S.
Think RS450 running the full 34.5psi instead of the normal 24psi. |
IMHO he was almost 100% correct.... The '3037S' was the benchmark for years.
With more testing, this is what Simon Norris has to say on the subject today...
"Our findings: The GT3037S - This "benchmark" turbo, used by the popular Japanese kitmaker,
was the first to find its way into our prototype kit. We were very impressed with the power,
but was not impressed with the way the "500 HP" turbo spooled up on the 2.0 EVO engine.
We quickly pulled up dyno charts of the same turbo installed on the EVO8 engine via other
popular kits utilizing tubular manifolds and found that those setups spooled up yet
another 300-400 rpm later.
We deemed this combination unacceptable for the average 2.0 EVO driver.
Since the GT3037S represents one of the newer and more preferable variants of the
GT30R family, we decided to skip the rest of the line entirely for 2.0 EVO testing.
Then came along... The GT3071R - A brand new "450 HP" ball-bearing turbo
introduced by the Garrett engineers partly to solve our 2.0 EVO dilemma.
Wham! It was right at home! The unit complimented the 2.0 EVO engine well and performed
to expectations.
Boost was seen 700 - 1000 rpm earlier than the GT3037S and only 200-300 later than stock.
With some tuning and larger injectors, we managed 341 WHP on only 22Psi boost:
achieving our goal of a setup that makes 450 crank HP, spools close to stock and does not
require swapping out everything under the sun, ie. FMIC, cams, headwork, etc.
To get the power, all you need is a nice free-flowing 3" exhaust as we have installed on our test engine.
GT35/40R = 600HP+? Definitely doable. We initially ran the kit using Garrett's turbine housing,
but found the A/R to be too aggressive for street use on the 2.0 EVO.
We've massaged our own turbine housing to scale down the A/R and have managed to get the
GT35/40R to spool up as quick as the GT3037S spools on other off the shelf kits.
400+ WHP was quickly seen on low boost and larger injectors on an otherwise mostly stock engine.
The result was the Stage III turbo kit for the EVO8 (aka "Stealth kit")...
... In our kit, you will find a system that integrates a plethora of unique but well designed
components that compliment each other to achieve those two things that you care about most.
In addition, in an attempt to exceed the customers' expections we have added other features
such as a "direct-bolt-up" housing that overcomes the "reverse-rotation" issue,
v-band downpipe discharge, bolt-up oil/coolant kits, etc. in order to make the installation
process as simple as possible.
All this while retaining the appearance of a completely stock engine bay.
The kit hardware will consist of the following:
Garrett Prototype GT Ball Bearing turbo custom Proprietary Housing with GT inspired High-Flowing Volute
Bolt-in design retains stock manifold or fits aftermarket stock type tubular manifold -
Retains stock heatshield for OEM appearance if required;
Steel braided lines and fittings for oil/coolant connections, Tial 38mm External Wastegate,
Stainless wastegate discharge tube with downpipe re-route, Silicone connectors and clamps,
all mounting hardware, gaskets and CNC machined fittings.
450 crank HP utilizing the ultra efficient GT3071R (Std Kit), 3.0" Stainless steel downpipe
w/stainless O2 housing 100% bolt-on design. No welding, cutting, or fabrication
Standard GT3071R 0.63 A/R kit price: ｣2199 Inc Vat
Other turbo/manifold options available:
GT3037S with 0.63 A/R - No additional cost
GT3037S with 0.82 A/R - No additional cost
GT35/40R with 0.63 A/R - ｣279.00 Inc Vat extra
GT35/40R with 0.82 A/R - ｣279.00 Inc Vat extra
GT35/42R with 0.82 A/R ｣399.00 Inc Vat extra
ND Tubular Exhaust Manifold ｣549 Inc Vat"
If you must have a 3037S they'll sell one at the same price, but the '3071' is much better.
His dyno-tested $0.02c 
Additional comments please fellas... 
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Last edited by Sanctifier on Sat Mar 04, 2006 7:34 am; edited 1 time in total |
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Greypatch
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Joined: 13 Apr 2005
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Location: Eating Ham....
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| Posted: Mon Sep 26, 2005 10:14 am Post subject: |
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hmmm...good read man
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scientist
Pumpum Conqueror
Joined: 06 Apr 2005
Posts: 23
Location: dominica
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| Posted: Tue Sep 27, 2005 7:26 pm Post subject: |
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| what about other brands of turbos? i would rather stick to an MHI line and go with a TD06-20g or 25g |
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Sanctifier
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| Posted: Fri Sep 30, 2005 12:17 pm Post subject: |
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| scientist wrote: | what about other brands of turbos? i would rather stick to an MHI line and go with a
TD06-20g or 25g |
Remember the MLR Modified page? http://www.lancerregister.com/mlr_modified.php
If you rank all cars by torque and compare output @ rpm levels, you'll see what
20G's and 25G's do when compared to more popular models.
(Ranking of 2-litre engines ONLY! - no stroker kits.)
Best 25G in 'VeryFastJohn's Evo 7 gave...
364hp ATW @ 6400, but only 337.9 lb-ft ATW @ 4600 rpm
Best 20G in 'SMAK's Extreme 6 gave...
313hp ATW @ 6800, but only 297 lb-ft ATW @ 5625 rpm
Even 'Mosi's Evo 7 gave...
311hp ATW @ 5450, and 337.2 lb-ft ATW @ 3800rpm with a stock "9.8" Evo 7 GSR turbo.
For street use bigger turbos seem to push torque 1000-2000 rpm or more higher up
the power band. That's not what I'm looking for in a daily driver.
Swapping turbos doesn't seem to be the first thing to do to increase power and torque
for the street...
(Article coming up on Upgrade path for 4G63's.)
The cheapest alternative is the "TD05HRA-16G6-10.5T" turbo from the Evo 5 and Evo 6 RS.
Next up is the new "TD05HRA-16G6C-10.5T" in the new Evolution IX, with a bigger
compressor and the "10.5" sized turbine.
Unfortunately it must cost as much as a "GT" turbo as it's not available 'used' yet.
Finally (and most expensive) for larger power output, I would choose the dyno-tested
'GT 3071R' suggested by Simon Norris.
All three options spool at reasonably low rpm, suitable for street use.
Now it just depends upon your pocket.
My $0.00��
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| Posted: Sat Oct 08, 2005 6:52 am Post subject: Amazing |
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| Quote: | | What really is The |
I think that that is a brilliant idea. |
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scientist
Pumpum Conqueror
Joined: 06 Apr 2005
Posts: 23
Location: dominica
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| Posted: Mon Oct 10, 2005 8:31 pm Post subject: |
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those numbers are pretty low for TD06s...
TD06s are 500+ hp turbos with better spool characteristics than the Garrets
As with a discussion on Wheelsjamaica...MHI turbos generally are less agressive
giving a much broader range of power compared to a similiarly spec'd garrett....
and the MHI is cheaper than the ball bearing counterparts and is a direct bolt on
One of the quickets evo 7s in jamaica...putting about 501whp is using a TD06-25G
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BLUE_CP9A
Los Paranderos de Zorce
Joined: 13 Apr 2005
Posts: 134
Location: Formerly loriORevo....Evos ,Karts ,Motocross
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| Posted: Mon Oct 17, 2005 10:48 pm Post subject: |
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BB converted stock TD05HRA-16G6-10.5T from Evo400 or Essex turbo is my choice
as the are perfect for the street with quick spool up and yet capable of 400hp will
try to get some dyno results
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Sanctifier
Zorce Moderator
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Location: Good question!
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| Posted: Sat Mar 04, 2006 9:58 am Post subject: |
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| BLUE_CP9A wrote: | BB converted stock TD05HRA-16G6-10.5T from Evo400 or
Essex turbo is my choice as the are perfect for the street with quick spool up
and yet capable of 400hp will try to get some dyno results |
Here's one better...
It's based on the new Evo IX turbo we were talking about a while ago.
This may even be equal to the Norris GT 3071 kit for road use...
Cheaper too! (even after conversion)
Standard Evo IX Turbo... TD05HRA-16G6C-10.5T...
... * New more efficient & larger Compressor preventing compressor surge
... * Better pump gas efficiency
... * Turbine Nozzle Area (cm2) = Large 10.5 Hotside (single flapper)
... * Improve actuator design
New Evo 9 turbo (left)... and Evo 8 (right)
Now on to the conversion...
The BEST "Street" Turbo based on a stock  unit available to date...
The Turbo Dynamics/Evo 400 Evolution IX Turbo: -
::: ... 10.5 square cm. 'RS' (& 'TME RS') "Hot-side"
::: ... Bigger Compressor
::: ... "Ported" ... four inch inlet and ported shroud
::: ... Double Ball-bearing conversion
::: ... "Clipped" ... (cut back turbine blades for faster "spool")
::: ... Uprated Actuator
Specifics still unpublished to date, but this is rumoured so far...
EVO400... "450 hp... 550 ft-lb"
EVO IX TO GET MORE POWER
Turbo Dynamics reckon they can get to 450bhp...
Within days of the first Mitsubishi Evo IX arriving in the country, technical experts
from Turbo Dynamics started work on extracting more power from the Japanese car.
TD reckoned that that development work is well underway and the turbo is expected
to be available in the next couple of months.
Working with performance company EVO400, Peter Marsh from Turbo Dynamics has
designed the new turbocharger, developing new and unrivalled levels of power from
the car. Expected to be in demand from owners around the world, Marsh said that
the current 406bhp is set to be increased to more than 450bhp.
"Whatever a manufacturer produces there are always drivers looking for more power
and using our experience and expertise we are developing an upgraded turbo for
the new model,'' said Marsh, who developed the first MD hybrid turbo in 1989.
The Evo IX turbo will have a cast magnesium compressor housing as standard and
modifications from the standard turbo will include a four inch inlet and ported shroud
together with a larger compressor wheel, ball bearing conversion, cut back turbine
blades and an uprated actuator to create the new levels of power.
Expected to cost around 1,950 sterling plus VAT, Marsh said that interest was already high
in the newly developed turbo with Evo400 now taking orders for the modification.
http://www.pistonheads.com/news/default.asp?storyId=11257
This one should do the trick. The only problem is the cost...
$22,425 TT + Shipping (2.5%) / Duty & VAT (49.5%)... about $34,000 TT 
There is a much cheaper Evo 9 alternative though...
No "BB conversion"... no "porting"... no "clipping"...
Just a new E9 turbo with a "10.5 cm2" hot-side, with less lag for a reasonable price --->
http://www.gruppe-s.com/Evo/evoeng.htm
* Expect an additional 20+ HP with the addition of this turbo on 91-octane pump gas,
and 30-40HP increase on race gas. $999 US Shipped within USA!!...
About $9,000+ TT.. almost 1/4 of the cost!
So how much is another 100-125 odd flywheel HP worth to you? 
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Last edited by Sanctifier on Sun Nov 22, 2009 6:36 am; edited 6 times in total |
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R. Mutt
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Joined: 14 Apr 2005
Posts: 195
Location: New York
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| Posted: Fri Mar 24, 2006 4:51 am Post subject: |
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great post. I've been a bit confused with all the different turbo talk ciculating around.
But that clarified some things. Alot of the guys in the states are trying to decide if to go
"White Rabbit" or 10.5T Hotside and call it george. The difference as far as I see is
"The TME uses the older style "double flapper" 10.5 exhaust housing.
The FPWR turbocharger uses the newest "single flapper" revision of the 10.5 housing
found only in the 2005 MR."
I'm a bit confused about what they are referring to. What is the 'flapper' on the turbine side?
Is it the turbine itself? If I had to make an educated guess on the names alone I would think
the double flapper has twin blades mounted on the turbine surface as opposed to single
fins on the white rabbit.
As far as I'm seeing the specs are almost exactly the same as the new evo 9's 10.5T turbo.
But it costs a little less at Price: $1,339.00 . In addition to this the dyno numbers are
respectable imo. These are the kind of mods I forsee on a response oriented evo enthusiast:
"This graph shows both the pump and race gas dyno runs together. This car was equipped
with stock camshafts, 680cc injectors, Walbro FP, Hallman manual boost controller,
Drop in K&N filter in stock airbox, full 3" exhaust system, Tial BOV and an AEM EMS.
The stock intercooler and IC piping were retained for a very "stock" or "sleeper"
looking installation."
"This is the same 2.0 EVO8 from Switzer Performance Innovation on VPimport race fuel
running boost of 28psi dropping to 25psi near redline."
I think the first map on that shows both pump and race gas to be the most interesting.
The mods are very simple...stock intercooler and piping still retained, you got you typical
boost controller, 3" exhaust, larger injectors that will work well if tuning via S-AFC II
(tricks ecu into thinking their is decreased load at higher rpm...so it won't pull timing as
aggressively and might even advance timing based on how happy your knock sensor
is feeling. therefore more potential to make power on top. Fuel Pump etc....
there are all the mods one can realistically forsee themself having to do and most will
upgrade the intercooler and piping on top of that.
Obviously we should take into account that the car was professionally tuned but look at
the graph You are getting more power earlier with the same response of the stock turbo.
It's a great upgrade and it's cost effective.
In the end the way I see it if you have want lots of power + response and can afford it...
go striaght for the 3071. As Sanctifier mentioned...it's the evolved version of the 30307S
which HKS used in their turbine upgrade kits.
If you're on a budget the White Rabbit is your turbo....
and if your not lucky enough to have the 10.5T hotside on your evo...GET IT  ...now.
The Turbo Dynamic Turbo you posted about sounds amazingly sweet but the price is rediculous.
For that money one could go with a quick spooling 3071 you will make the same 450 hp just
off the bat, but when you complement the turbo kit with the supporting parts as in
AMS 3071 package you get sick spool and loads of power to play with:
GT3071R Kit - 550 HP -
Spool 2900 - 3500 RPM
Quick Spooling Street Turbo Kit
Again...you could get the turbo alone for the US $19** but I you're not going to get the
results the high hp results they posted. The entire kit they offer is a great deal imo:
-AMS 304 SS Thick Wall Tubular header
-Garrett GT-Series Turbo Available with and without ball bearings in a size
that suits your application and horsepower expectations
-SS 3" Tubular O2 housing
-SS 3" Downpipe
-Tial 38mm Wastegate (circulated back into the downpipe to keep the volume toned down)
-Lightweight 3" or 4" intake pipe with K&N cone filter for either MAF or
standalone ECU applications
-Lightweight Aluminum Lower Intercooler Pipe
-Braided SS Oil Feed and Return Lines
-Braided Silicone Coolant Lines
-Slim line fan
-All necessary hardware and gaskets
US $4349.95 + shipping + import tax = I not going to bother... 
And we all know their stuff is proven on the track. But in the end it all come down to
the tuning eh. and with the gas home you are right for looking at reflashing the ecu.
The 4G63's down here must have had their knock sensors wukkin hard pullin back timing
and during closed loop mode (reading 02)...over time like Vishu says..the ecu will adapt and
learn not only how much fuel it'll usually need to correct but how much timing it want to run.
I recently went for a ride with a friend who just got his new WRX and he's a smart guy.
He showed me this great site www.openecu.org Subaru's as iI've come to see have an
IAM reading in the ecu. It's a number out of 16 that tells you how the ecu is 'feeling' overall.
In a metaphorical sense the number describes how happy the ecu is overall with the
car running and it's willingness to advance timing during open loop mode.
Over time the number changes and it can be reset. Those cars actually come with a
semi wideband 02...not as accurate as the UEG 02's but still alot more
precise than your typical car.
We sat down with the laptop, installed some drivers, then installed some open source
datalogging software that's available at
http://www.tari.co.za/cgi-bin/yabb2/YaBB.pl
ran a couple cables to underneath the steering wheel
(no splicing...use a USB serial adaptor! ) and viola 
Not only were we datalogging rpm, coolant temp, tps, MAF, intake air temperature,
fuel injector duty cycle and a host of other things but with this simple modification (check http://www.scoobypedia.co.uk/index.php/Knowledge/ConnectingToYourECU )
we could reflash the ecu if we wanted All for FREE
No mailing ecu, paying $$$$$$$$...read, learn, take your time and do. In fact just
using the Tari ecu explorer software..again free..just making this all clear. we could:
Reset the ECU
Adjust Idle
Adust Ignition Timing and more.
However being the smart guy that he is, he's going to source a second ecu in case
he messes around too much when reflashing, incase the car refuses to start. 
Better safe than sorry right.
I have to admit I was jealous...because look at all the documentation, software and
progress the scooby guys have made. I had no idea all this was going on. I want to know
if Mitsubishi has made the Evos as easy to work with. Anyone has any info
To my knowledge we are behind. The evo guys are getting there slowly:
Check
http://openecu.org/viewtopic.php?t=266 and http://openecu.org/viewtopic.php?t=279
for more info.
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Sanctifier
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| Posted: Fri Mar 24, 2006 7:16 pm Post subject: |
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To start with, that is a fantastic piece of research my friend... Thank you!
You just taught everyone a hell of a lot more about turbo selection for the 4G63.
Only one thing... your costs... "White Rabbit" = $1,339.00 US... Evo IX "16G"=$1000 US...
Even after "BB" conversion the price may be a little more than White Rabbit???...
.. with more power and torque too.
Also "BB" 16G may be at least $250 US cheaper than the GT3071 (at $1900+ US)...
and don't even bother to talk about the complete GT 3071 kit @ over $43,000 TT???
For me a "stock" Evo IX 16G would be fine for now; with "BB" conversion later.
| R. Mutt wrote: | ...The difference as far as I see is "The TME uses the older style
"double flapper" 10.5 exhaust housing. The FPWR turbocharger uses the newest
"single flapper" revision of the 10.5 housing found only in the 2005 MR."
I'm a bit confused about what they are referring to. What is the 'flapper' on the
turbine side? Is it the turbine itself?... |
Here's your "double flapper""10.5" housing. It's the actual "gate" of
the waste-gate on the "hot-side" (turbine side) that is controlled by the "Actuator"...
i.e The "boost-activated" diaphragm connected via a long rod to the external
waste-gate lever just outside the turbine housing... (left side of picture.)
Here's another "shot" from the other side.
Here's a "single-flapper" MR-style, "10.5" turbine housing...
(BTW looks like "single" may have greater surface area than "double" gate too...)
Though Blouch Performance says that there's no real "power" difference between
the two, I have my doubts. I may be wrong, but I suspect that when used with an
"MR-style" actuator (or Evo IX even better) you can run a more consistent "boost curve"
if you have a "tunable" ECU "boost map." (Motec???...Power FC???... Xede???...)
Back to the old 23 psi (1.59 bar) peak boost limit... after more fuel from bigger injectors???
Sounds like a plan... if you're careful... and have a good engine-management system.
Yup.. for the street. I told you someone would figure out a way to do it!
... just add a good Water Injection kit for reliability as well.
Hope this helps.
Now let me go back and try to digest all that info you posted above... 
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R. Mutt
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Location: New York
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| Posted: Thu Apr 13, 2006 1:14 am Post subject: |
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New info... http://www.openecu.org is putting out data cable for the the evo and it will be out soon....no word on software yet, but give it a few months. Apparantly the Scooby and Evo ECU are not that dis-similar.
The bad news is that the software and ECU download will be oriented to US spec ECU's...and I don't know if it'll work on JDM models, there is a possibility however. If it doesn't it also means that it's unlikely you'll be able to flash a JDM ecu because being a US site I doubt there will be the JDM maps or definition files. What ar definition files? When u download your ecu it comes in raw data format...you have to use definition files to show the software where to find the map.
Still though, once the software comes out, it might be able to at least datalog many sensors and adjust a few things as I described in my former post (idle, base timing etc). All depends on the ecu difference though.
Sanctifier...other than the afr and timing maps, what else is different between the JDM and USDM ecus?
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Sanctifier
Zorce Moderator
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Posts: 1794
Location: Good question!
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| Posted: Sun Apr 16, 2006 12:43 pm Post subject: |
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I haven't a clue, padna. Maybe Yeo might know.
With the same power and torque figures these days for both markets,
the only thing that I can think of immediately is differences in octane rating.
Other than the rear AYC (and extra ECU for it) I can't think of anything else.
So maybe A/F maps and supporting Ignition curves (maps) will be the main things ???
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Sanctifier
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Location: Good question!
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| Posted: Fri Jan 19, 2007 7:29 pm Post subject: |
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Behold!... A Saviour is at hand.
Forced Performance EvoGREEN turbocharger. (a.k.a. Buschur 20G-9 LT)
 OEM EVO 9 appearance. Uses factory castings, identical bolt holes and thread sizes.
Uses OEM exhaust manifold and OEM Evo 9 O2 housing.
Options:
Porting: Gasket matching the turbine housing inlet.
............... (There is 1mm of overhang in some areas.)
High Pressure Wastegate Actuator: (NB. Minimum Boost Pressure = 18 psi.)
| FP wrote: | Stock actuator = 11psi... HP Actuator = 18 psi MINIMUM!
Use HP for applications running high boost such as race gas or methanol injection.
HP actuator isn't going to make much difference on pump gas cars running 18-20psi
but it isn't going to hurt anything either.
Boost CANNOT be set below 18psi when using the HP actuator. |
| Sanctifier wrote: |  e-bay/Buschur Racing Stainless Steel, Ceramic coated O2 Housing ($200 US)
is strongly recommended.
Installation kit (below) recommended for easy fitment in an Evo 7.
OEM Evo 9 Compressor Outlet Tube, Water & Oil lines, 2 Allen-head bolts, Gasket.
Installation kit is best sourced from Dealer in USA.
It's less than � the cost at about $79 US. Link--> OEM PART #'s Post 6, Page 1. |
Turbine Housing: OEM 10.5 cm2 nozzle housing (TME/RS/MR "Hot-side".)
Compressor Housing: Larger OEM Evo 9 diffuser housing.
OEM Evo 9 housing (left)... and OEM Evo 8 housing (right)
Compressor Wheel: Yup it's the 5-blade White Rabbit wheel from the
20G-9-5 Version II in the bigger Evo 9 compressor housing.
Lower EGT (exhaust gas temp.) and higher flow than older Version I 6-blade wheel.
| Quote: | 5-blade / 69mm
Flow rating = 47 lb/min
Pressure Ratio capability beyond 3.7:1 which allows for over 30psi boost pressure
and RPM range beyond 8,000 rpm. |
Turbine Wheel:
| FP wrote: | Larger in diameter than the stock TD05H Evo 9 wheel. Very wide RPM range increase.
Spool up is very stock like, with part throttle boost being easily achieved at low engine RPM.
No hint of compressor surge even at 5th gear WOT pulls starting at 2000 rpm.
Mid range and top end performance are dramatically improved as a result of the increased
airflow capacity of the compressor and turbine sections. |
| Quote: | Datalogs: Excellent spool up. EVOGreen Model will attain 1 bar boost before 3200rpm in 4th gear
and at 2700rpm in 5th gear.
Datalog Reference:
Boost pressure trace is flat... abslolutely no trace of compressor surge.
Max Hz observed on the test car was between 2000-2100Hz with pump gas.
Spool up with the stock turbo and stock DP was virtually the same as the EVOGreen and 3" DP. |
| Pd1 evolutionm.net wrote: | FPGreen turbo reaches 21psi at about 3800rpm, only 200rpm later than my IX turbo.
This is with my gears at -4/-1. With the gears at +1/-1 = 21psi at 3200rpm on the IX turbo |
| Quote: | Dyno: AWD Dynojet Chassis Dyno - Alamo Autosports.
Baseline: Bone stock EVO 9 (different car apparently) = 245whp on this same Dynojet.
TEST VEHICLE: 2006 EVO9 RS (2500 miles usage)
.......................... with OEM engine / ECU (+ ECUTek reflash)
Data Acquisition: Greddy eManage.
Modifications: EvoGreen Turbo, 3� Down Pipe, cat test pipe, O2 housing and exhaust,
Fuel Injectors and "Comp 280 plus" Exhaust Cam.
Fuel:................ 93 octane pump gas without Water/Methanol Injection.[/b]
Boost Pressure: 20-24psi
No other modifications or changes were made to the car.
No porting of the manifold or turbine housing was performed, these pieces were used as cast.
Test car:.......... 357whp and 337ftlb TQ on the 2nd pull.
Remarks: Very mild boost spike/overshoot of psi, noted @ rpm. |
| Sanctifier wrote: | Use of 18 psi High Pressure Wastegate Actuator is know to cause a mild spike.
Gives a Dr. Jekyll & Mr. Hyde character to the car. Best used for drag racing though.
For best Solodex/Circuit/Street results with an electronic boost controller use OEM
Evo 9 Actuator for a smoother torque curve... and less loss of traction. |
| Quote: | Dyno results & �-mile performance:
David Buschur: Dyno results: 450 whp /
...................... �-mile ET - 10.89 at 128 mph.
Curt Brown:..... Dyno results: 420 whp /
...................... �-mile ET - 10.50 sec @ 129 mph.
Link--> Click Here |
Price: EvoGREEN / 20G-9 LT = $1,695 US
| David Buschur wrote: | | Testing it against a GT3071, there is no comparison, blows it away. |
BTW... a US GT3071 cost $400 US more ... Now add the cost of the kit... Exhaust manifold / Waste-gate /
Downpipe / Compressor Outlet tube / Oil & Water lines / Brackets... etc. etc.
This puts it in direct competition with the TD/Evo 400 Evolution IX Turbo: -
| Quote: | ::: ... 10.5 square cm. 'RS' (& 'TME RS') "Hot-side"
::: ... Bigger Compressor
::: ... "Ported" ... four inch inlet and ported shroud
::: ... Double Ball-bearing conversion
::: ... "Clipped" ... (cut back turbine blades for faster "spool")
::: ... Uprated Actuator
Suggested..... "450 hp... 550 ft-lb"
Actual (so far) 406+ WHP and counting |
The nice part is the COST! ...
Gruppe-S: ..... HKS 3037S = $4800 US
Norris Designs: GT35R = �2600
Norris Designs: GT3071R = �2199
Gruppe-S:... ATP GT3071R = $2400 US
TD/Evo400: .... B/B Evo9 = �1,950 = $22,425 TT + Duty/VAT = $34,000 TT
EvoGREEN/20G-9 LT: $1774US with kit = $11,176TT + Duty etc = $17,125TT
... and if you get someone to bring it for you ... = < $11,500 TT
The proof of the pudding... IZ IN THE CUTAZZ!
As de MadMen say... Now IZ BLOWS!
'Nuff said... A Saviour iz at hand... It iz written
Whew! This was a B!TCH to post...
Add your comments below please 2nrs.
_________________
Walk softly... and carry a BIG stick!
Last edited by Sanctifier on Wed Feb 18, 2009 8:23 am; edited 5 times in total |
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Sanctifier
Zorce Moderator
Joined: 07 Apr 2005
Posts: 1794
Location: Good question!
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| Posted: Sat Jan 20, 2007 4:03 pm Post subject: |
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USER REVIEWS: This is what it's all about. No Manufacturer's PR... No Vendor's chatter...
| 04AWDTURBOEVO evolutionm.net wrote: | This Turbo pulls hard. At 23.4 psi, I am reading 2100 plus HZ on my SAFC at
68 percent throttle...The RPMs climb very fast... I took my friend Manny for a ride
tonight, and he was saying it was ridiculous. He drives a IX that has gone
[email protected], and my car has gone 11.8@116. So it take a little to impress us.
We both think this turbo made a big difference in my car. It is only been a day, but
so far, so good! ... In my opinion, great product that does what it was made for,
stock spool up and much more top end. Pulls all the way to 8000.
And, you better be looking, because it gets there quick...
The turbo also feels like it spools like the stock one. I did confirm today on my E-01
that it does have a little more lag between 4000 and 5400 rpms.
I made multiple logs and it will hit 20 psi by 3700, then goes up until 5500 and settles.
So 20 psi by 37-3800, then 24.5 psi at 5500 and ends at 23.4 psi at 7500.
Not bad at all. But the lag, if you want to call it that can only be seen in the graph.
The pull starts early and goes up so fast there is no time to feel it.
Link--> 20G LT, 1st. day review.
UPDATE: the Evo is much more fun to drive now. Torque every where down low,
and much more top end. I am very happy with the purchase. |
a little more lag between 4000 and 5400 rpms. NB He uses the same HP Actuator that's on Buschur's car.
Check the dyno graph. That's right where the mild boost spike occurs on Buschur's car too.
_________________
Walk softly... and carry a BIG stick! |
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Sanctifier
Zorce Moderator
Joined: 07 Apr 2005
Posts: 1794
Location: Good question!
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| Posted: Fri Jan 26, 2007 8:13 am Post subject: |
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| kjewer1 - evolutionm.net wrote: | ... there is something wrong with my car, since day 1. Well, that problem is still there.
The turbo did it's job though, I picked up 50-60 whp on pump gas.
The problem is that the total is only 350 (WHP) on the local Mustang dyno....
To put that 350 whp in perspective, with pump gas at 290 on this dyno I trapped 110.
At 325 I trapped ~116, with the 30 shot and the turbo maxed out on race gas.
On the new turbo alone I put down more power than the stock turbo
(9.8 hotside) on race gas and a 30 shot.
About what it was doing on the 50 shot, which trapped 119.
So a 50-60 whp gain on pump gas is a nice addition.
I don't know what the people getting 20 whp are doing differently...
Oh yeah, I'm now running 26 psi at the hump tapering to 21-22 psi on pump gas
daily, no knock. This results in 46 lbs/min airflow. |
...... 
| Quote: | HKS GT3037: uses GT37 76mm 52trim compressor. 70mm housing inlet.
49 LB/Min or 709cfm max flow @ 2.4PR @ 60%.
33psi max boost limited by compressor wheel speed
---------------------------------------------------------------
Garrett GT30R: uses GT37 76mm 56trim compressor. 4 inch compressor inlet,
2.5 inch outlet, 60mm 84trim turbine, T3 inlet flange, 4 inch outlet, .82 and 1.06 A/R.
52 LB/Min or 752cfm max flow @ 2.7PR @ 68% efficiency.
36psi max boost limited by compressor wheel speed
INFO: http://ztechz.net/id6.html |
Put the world famous HKS GT3037 in context with the EvoGREEN compressor wheel...
@ 47 lb/min max. flow. Not too shabby at all IMHO...
Link--> EvoGREEN/20G-9 LT airflow numbers.
_________________
Walk softly... and carry a BIG stick!
Last edited by Sanctifier on Wed Feb 21, 2007 5:34 pm; edited 3 times in total |
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