Is a bw s366 good choice for only looking to make 400-450 rwhp?
#1
Is a bw s366 good choice for only looking to make 400-450 rwhp?
I want to hear some opinions on the s366 for only 400-450 rwhp. The set up will be a divided set up with dual gates and the s366 is the newest SXE model with the efr billet wheel.
Is this turbo too big for my goals?
Is this turbo too big for my goals?
#2
Original Gangster/Rotary!
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I'd say if you plan to top out at 450 rwhp it's a needlessly large compressor---- consider stepping down one size smaller. Also, the billet wheel isn't 100% necessary IMO at the PR's needed to make that kind of power. With a well-built engine and a 35R-sized compressor (61.4mm inducer) you can hit your goals on pump gas w/water-meth boost levels (sub 20ish)
#3
I'd say if you plan to top out at 450 rwhp it's a needlessly large compressor---- consider stepping down one size smaller. Also, the billet wheel isn't 100% necessary IMO at the PR's needed to make that kind of power. With a well-built engine and a 35R-sized compressor (61.4mm inducer) you can hit your goals on pump gas w/water-meth boost levels (sub 20ish)
#5
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I would go with an s362sxe. It has the wheel technology of the EFR series at a much cheaper price. There is no reason to go with a s366 for your power goals. All you will get is increased lag. I can build you a whole kit or just sell the turbo. http://www.irperformance.com/shop/pr...gle-turbo-kit/
Last edited by IRPerformance; 08-31-16 at 10:27 PM.
#7
I would go with an s362sxe. It has the wheel technology of the EFR series at a much cheaper price. There is no reason to go with a s366 for your power goals. All you will get is increased lag. I can build you a whole kit or just sell the turbo. http://www.irperformance.com/shop/pr...gle-turbo-kit/
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#8
2SoonJr
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I went with the regular S362 (88-75) with 3" v band and matching it with Glease long runner manifold, im still in the process to building my engine but I hope it will spool up nicely with the nice square street port I got from Renown.
#9
Spooling
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My setup made 455 WHP on 91 octane with a mild street port using the BW S300 SXE with 62mm compressor wheel and a 0.91 AR divided T4 exhaust housing. Makes ~20 PSI by about 4,000 RPMs.
I would go with an s362sxe. It has the wheel technology of the EFR series at a much cheaper price. There is no reason to go with a s366 for your power goals. All you will get is increased lag. I can build you a whole kit or just sell the turbo. IRP Borg Warner S360/362/366/SXE Single Turbo Kit | IRPerformance
#11
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Yup I was about to say We did 462 Mustang/531 Dynojet whp at 22 lbs last Friday. The S360 turbo is more than enough for your power goals and has excellent spool for a journal bearing turbo. People think bigger is better but most people running turbos like the S366 aren't even in their efficiency range.
#12
2SoonJr
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Yup I was about to say We did 462 Mustang/531 Dynojet whp at 22 lbs last Friday. The S360 turbo is more than enough for your power goals and has excellent spool for a journal bearing turbo. People think bigger is better but most people running turbos like the S366 aren't even in their efficiency range.
while having a set of low compression S4 turbo II rotors ( heavy weight thick walled ) can take it all the way to 2 bars of BOOST no problem.
Last edited by FD7KiD; 09-06-16 at 06:39 PM.
#13
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well I think that's due to what set of rotors one is running; from what I gathered boosting anything beyond 1 bar of BOOST on high compression FD rotors (light weight thin walled) has a higher chance of imploding on the faces.
while having a set of low compression S4 turbo II rotors ( heavy weight thick walled ) can take it all the way to 2 bars of BOOST no problem.
while having a set of low compression S4 turbo II rotors ( heavy weight thick walled ) can take it all the way to 2 bars of BOOST no problem.
#14
B O R I C U A
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Yup I was about to say We did 462 Mustang/531 Dynojet whp at 22 lbs last Friday. The S360 turbo is more than enough for your power goals and has excellent spool for a journal bearing turbo. People think bigger is better but most people running turbos like the S366 aren't even in their efficiency range.
From your experience, what's the spool difference between a S360 and a GT35r?
#16
2SoonJr
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"extra curricular activities" you plan to do
#18
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I can still get them, but eventally they will be superceded by the SXE version. IMO there is no reason to not get the SXE. The billet wheel and other technology from the EFR series are a big improvement. AN S300SXE will make more power with better spool all other things being equal than a S300.
#19
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I can still get them, but eventally they will be superceded by the SXE version. IMO there is no reason to not get the SXE. The billet wheel and other technology from the EFR series are a big improvement. AN S300SXE will make more power with better spool all other things being equal than a S300.
#20
2SoonJr
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I can still get them, but eventally they will be superceded by the SXE version. IMO there is no reason to not get the SXE. The billet wheel and other technology from the EFR series are a big improvement. AN S300SXE will make more power with better spool all other things being equal than a S300.
Cast vs Billet Compressor Wheels for Turbochargers Results
"BW AirWerks - In general... yes, we can make anything if you want to pay for it In the performance and/or racing world though, there is really no benefit to using a "billet" CW other than it's shinny. Basically, billet, or FMW (Forged Milled Wheel) compressors came about due to OE applications requiring them. When a turbo is constantly being cycled from high speed to low speed, the wheel becomes fatigued and can eventually lead to a hub burst (CW splits in half). Imagine the compressor acting like a big drag slick like you see on top fuel cars; during the burnout, you can see them get skinny and "grow" in height... On a much smaller scale, the CW sees this same process over and over again, and over time this weakens the wheel, eventually leading to a fracture and possibly a hub burst.
Now ask your self how many times you've seen a race car's CW split in half... I have never, and I've seen a LOT of failures. Even the billet aluminum isn't enough in some newer applications and we've turned to titanium which in its FMW form, is nearly indestructible. I've heard all the propaganda surrounding the billet wheel myths: higher boost capability, higher flow, higher efficiency, etc... The higher boost capability is the only one which is true, but not because it's machined and not true for racing use. OE diesel applications using FMW compressors can run higher boost pressures more reliably simply because they are less susceptible to fatigue as they're cycled from higher speeds (required to make more pressure) to low speeds.
So, why would anyone offer a billet wheel to the racing/performance market? Couple/three reasons:
Phew... Sorry for the long-winded explanation, but hopefully this helps explain why billet wheels exist. Short version is billet wheels are no better than cast wheels for any performance or racing application I'm aware of... but they sure do look great!”
Now ask your self how many times you've seen a race car's CW split in half... I have never, and I've seen a LOT of failures. Even the billet aluminum isn't enough in some newer applications and we've turned to titanium which in its FMW form, is nearly indestructible. I've heard all the propaganda surrounding the billet wheel myths: higher boost capability, higher flow, higher efficiency, etc... The higher boost capability is the only one which is true, but not because it's machined and not true for racing use. OE diesel applications using FMW compressors can run higher boost pressures more reliably simply because they are less susceptible to fatigue as they're cycled from higher speeds (required to make more pressure) to low speeds.
So, why would anyone offer a billet wheel to the racing/performance market? Couple/three reasons:
- - Some people just want them because they look really nice... and are willing to pay the cost difference.
- - Because it already exists in an OE production application and it's easily installed into performance turbos, sometimes they're even interchangeable with existing cast wheels.
- - Applications where a cast wheel does not exist (maybe a larger inducer is needed) or production volumes are believed to never be high enough to justify tooling costs. Are they cheaper than cast wheels? ...NO. Even in high production volumes, a billet wheel will always be more expensive than a cast wheel. However, if a company wants to make a compressor all their own (not using an existing "big" turbo manufacture's wheel ie. BW, Garrett, Holset) it would most likely be cheaper as they would have to tool up to make all the cast versions. If a company makes a mistake in the design of a billet wheel, they can simply keep changing the program until they get something that works... The OE manufacturer does all the development work up front to arrive at the best possible design for what's needed. Once the design is finalized, a "master wheel" is machined and used for the tooling master... that's right, all cast wheels get their start from a very nice billet wheel that when tooling is made, creates the same exact performance characteristics in a much cheaper and faster to produce cast version.
Phew... Sorry for the long-winded explanation, but hopefully this helps explain why billet wheels exist. Short version is billet wheels are no better than cast wheels for any performance or racing application I'm aware of... but they sure do look great!”
Last edited by FD7KiD; 09-08-16 at 10:28 AM.
#21
B O R I C U A
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well, I don't now about more power or better spool after reading this from Borg Warner themselves. I say just stick with the regular s300 series and call it a day; but if you have an extra $300-500 to spend then why not. to each their own.
Cast vs Billet Compressor Wheels for Turbochargers Results
Cast vs Billet Compressor Wheels for Turbochargers Results
#23
My job is to blow **** up
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they're all called s300 sxe. the 62mm is the smallest. I call it the 8374... because i read it uses the same wheel as the EFR 8374, it just loses the *****, the IWG, and the built in diverter valve..and the TI gamme turbine material. correct me if im wrong.
what i am getting is is the S300SXE series is the NEW s300 series of cheap but awesome turbos and you should defiantly be replacing old blown out s300sx3 and older turbos with these new units.
#25
#FakeCarEnthusaist
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YOU can get the s300SXE or "s362" as the fanboys renamed them.. for $640+150 for the turbine housing. the old s300 turbos go for about that or a 100 less.
they're all called s300 sxe. the 62mm is the smallest. I call it the 8374... because i read it uses the same wheel as the EFR 8374, it just loses the *****, the IWG, and the built in diverter valve..and the TI gamme turbine material. correct me if im wrong.
what i am getting is is the S300SXE series is the NEW s300 series of cheap but awesome turbos and you should defiantly be replacing old blown out s300sx3 and older turbos with these new units.
they're all called s300 sxe. the 62mm is the smallest. I call it the 8374... because i read it uses the same wheel as the EFR 8374, it just loses the *****, the IWG, and the built in diverter valve..and the TI gamme turbine material. correct me if im wrong.
what i am getting is is the S300SXE series is the NEW s300 series of cheap but awesome turbos and you should defiantly be replacing old blown out s300sx3 and older turbos with these new units.
Lets' compare the compressor map between the standards airwerks S300sx3 62/63 and the SXE 62
BW S300SX3 62/63 Compressor map
BW S300SXE 62 Compressor map
I will let you guys decide if there is a difference or it is some kind of gimmick.