Hi All, I wonder if anyone can help with info on these turbos, great price for a start,
we intend running the 366 with the .91 divided on a REW 13b FD circuit race car, 4/1600cc & 2/880cc, would ideally like to see 500-520RW/HP @ around 18-22psi, anyone have info on spool speed.
We will run E85 or 98 with water injection (rice racing system).
We have heard these are similar in size to the TO4Z, with a better exhaust housing material that wont melt etc.

Any info at all would be greatly appreicated.

 

this probably wont help but..

i have the s366 with a hbp and it spools pretty fast. ( i barely drive my car since its always down for more upgrades so i cant really remember the details lol)

i did do a pull with my friend with a gt35 non bb turbo and down low i was neck and neck with him so im assuming it spools fairly similar to a gt35 but then again i had a hbp and hes stock? ported. we were both at 14psi w/ water meth yada yada..

i dont think you'll be disapointed in the bw. i love that turbo and its cheappp

 

hey bubbles, am I wrong to think that even though you have a HB, it shouldn't have any relevance on the low end part of the rpm but on the top end instead... actually doesn't your power-band shift slightly higher, hence lower rpm power suffers?

If this is true, then it shouldn't matter whether your HB and your friend is stock, when it comes to spool up, only when making more power...

correct me if Im wrong please..

 

indian, i have no idea lol. iirc, i should be losing power down low. but now that i think of it, im running the same set up on a stock ported motor and i have no low end in 5th vs with the hbp it actually moved. so taking that into consideration idk. which that may not even be relevant lol....

the thing that sucks about the winter is im so detatched from cars, come spring and summer i have to relearn everything about my damn car haha

 

Indian would be correct. Porting sacrifices low end response in compensation for a kick in the pants at higher rpms.

 

theoretically yes but manifold designs and exhaust have everything to do with it all just like porting.

 

I have the S366 with the .88 and I like it.

 

makes sense but whats the cause for my 5th gear stock port motor being slower then hbp 5th gear? starting a low rpms?

 

Here is mine with the .88 undevided hot side at 19psi. Hopefully it helps

 

Not necessarily true. A later closing edge will shift the powerband up in the RPM, but earlier opening increases VE (read: power) pretty much everywhere in the RPM range, unless you open too early in a full PP.

 

Different tunes.

 

Someone should build bridgeport or semi-pp engine, with stock closing of intake ports. Low end and midrange would be killer

 

Yes, I assumed everyone knew that though...

As stated the tunes are probably much different. Check timing and the injection map, I'm sure you'll get more out of it if your tuner puts some more time on the dyno.

I'll leave this one alone cause I've seen improvements and I've seen power loss as-well. There was too many different variables and tuners involved so I can't really put down porting the leading edge of the intake ports. My opinion is to not overport. A turbo will make much more power than a port will. Compression is something you can't get back once you port the closing edge.

We've done both a semi PP with stock porting and a semi PP with a well engineered streetport to both the primaries and secondaries. No results and I hate bringing it up cause everyone will want to know the variance of the two setups. I have a good idea what the results will be though

 

This is sort of what I'm doing on my semi-pp build right now. I'm going with stock primary ports, streetported secondaries to match the closing timing of the semi-pp ports on the secondary runners, all through an E&J throttlebody. I'm hoping to actuate the secondaries & pp's with either a pressure actuator or a linkage for >50% throttle. From what I've read anything past 50% throttle and it should make better power all around with more advanced port opening, but I'm also going to try actuating it only after ~1 psi to see if it helps response. All this plus a dual-fuel system. Stay tuned...

I agree about the closing edge, but re: the opening timing, I'm not talking based on experience, but some Mazda SAE papers showing the differences between VE by varying the IO timing. However, this was based on a full PP engine, but I feel as though it would also apply the same with sideports, I could be wrong. <- Famous last words, lol

 

Id like to see some more S366 graphs. The one above is interesting

 

if i ever get my car together and to the point where it gets tuned ill post up hahah

 

Get that stock port motor tuned as well. It must have a really shitty tune to be slower than a HBP at low RPM in 5th

 

Do u think this turbo would be too large for a mild ported 12a? If so, what other Borg Warner would u recommend for a 12a?

 

As this could be true, it can´t change fact, that all early opening intake ports have much higher VE% everywhere in rev range - at high load. Low load is different story.... So engine is producing more power, torque and higher mass flow spools turbo earlier, simple as that



Turbine inlet pressure is the answer. Tune would be pretty crude to not take advantage of higher mass flow.
Agree. For street car, with resonable quiet exhaust system, with demand for fuel economy, and for most bandwagoned turbochargers, stock port is best

 

You assume that bridgeport has weaker low RPM torque based on what? Internet knowledge?

 

Tell us your power goal, intended use for car etc.
Answer would be its not large if you are shooting for over 600 HP.