I aint a tuners ****, but i would go for the bigger, more free flowing ewg housing or a 9180 if you are going to be spanking that thing around a track for any extended amount of time.

 

definitely, if it’s a track setup you want to have the powerband start at 5250 with it opened up to breath, built for higher rpm and geared appropriately than the building torque early and low street car stuff we usually see posted up.

 

another thing is you might want to possibly consider the newest Garrett G series turbo, which I was only made aware of recently myself and am surprised it’s not being discussed on here more. At first I thought the numbers must be mistaken, but essentially they’ve managed to get the same comp/turb flow out of a one size smaller frame now i.e. GT35R performance in the smaller G30 series frame and response. So while the high temp turbine wheel (1025*F rating) might seem heavy and slow to respond, it’s smaller size results in a very effective MOI while still passing a high volume of exhaust flow

which they’re flipping the convention standards on trying to comparing apples to apples now, because what looks like a smallish turbine and A/R housing flows the same or better than a larger BW turbine and A/R. Based on the numbers I’m seeing you can pretty much throw out the thread on here comparing and ranking turbos based on the theoretical inducer/exducer area average.

 

I just realized you could literally just make a couple block offs for the 3 -> 1 collector you used for your exhaust tip if you need a quickly deployable 'boost mitigation device' while on pump. Call it a redneck Supertrapp if you will :P

 

Yeah that could work, block off 1 or 2 ports as needed. I was also thinking that if creep is an issue, when I re-make my exhaust in the future I’ll add a “cutout” without the actual cutout dump. Think a throttle body for the exhaust but instead of closing I’ll have a switch for pump/e85, either wide open or say 60% open or whatever the sweet spot turns out to be.

 

Yeah, that is what I am thinking of doing in my ASP FD (so, stock twins) so I can run my 4" exhaust without creep.

Ebay China 4" stainless exhaust throttle plates available in either normally open or normally closed with a pneumatic/vacuum actuator. Hook that to my unused evap. emissions hardline and tee that into WG MBC so valve closes as boost raises above WG pressure.

I had thought I would have to use diesel compression brake before China started making these valves.

Looks like SCCA is considering allowing ported WG in Street Prepared next year though- so that would be sweet.

 

I am trying to get Garrett to release us the dimensional drawings for their wheels so we can cast a T4 divided EWG housing, and then we will test them.

 

I wouldn't bridge port it if you drive it on the street very much. Bridge ports like to be loaded. On the street I tend to shift at 2000-2500rpm, and this is with a 2600lb car that sees regular towing duty.

Don't listen to anyone who says bridge ports only work at high RPM. They work very VERY well in the mid range and basically anywhere over 2000rpm. Where they do not work is at low LOAD. Like trying to drive a steady 35mph. Or even a steady 65mph. You'll be wishing for a 40 pound flywheel to keep the drivetrain and suspension from getting beaten apart.

But at WOT, they make waaaaaay more torque than street ports do in the midrange.

 

I think Feed in Japan switched from T04Z to newer Garret GTW 62mm turbo from GCG on their touge monster FD 2015.

Looked like it hit too hard (like it developed its torque suddenly) on the 13B.

Could be their porting or turbine housing to WG flow wasnt playing well with the turbo.
I had that issue on big streetport hybrid turbo (so engine choked on t3 size turbine housing)- all the torque would come in when the 60mm WG opened and the engine could finally breathe.

 

unfortunately the limited turbine housing type selection is a bit of an issue currently. Apparently they released some T3 and T4 housings early on, but now seem to only list v-band housings on their website. I see some out there though, but fairly rare and mostly overseas it seems.

The G Series is different than the GTW ...
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I stumbled across this thread while searching something and realized I didn't update it.

With my exhaust as shown in this thread I was able to hold 11psi without issue. I attribute that to the magnaflow high-flow cat. Unfortunately this exhaust proved just too loud for the street. I've since upgraded my exhaust and it now consists of a 4" downpipe (that actually goes up funny enough), a 3" in to two 2.5" out vibrant muffler and two vibrant ultra quiet resonators. Nothing else changed on the setup with regard the turbo and it now plateaus at 18psi on a cold day. I have added water methanol as I'd expected that I would no longer be able to hold such low boost so my concerns of being able to run off pump fuel are gone. Still have some tuning to do but it pulls really hard in such a light car! 60% of the weight over the 305 NT01's is proving to be quite capable and doesn't have any issue putting the power down. And yes it's still loud, but the tone is deeper and much more enjoyable.

 

throw some E85 in it, turn up teh boosts, and then post the wheelie pics …
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