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I may give it a go at the very end when i hit some form of equilibrium in the 100-200s. Still have to enable DRS system (remove big gay wing) and perhaps tape up the front bumper to bonnet gap and headlight covers. maybe another psi of boost left before map sensor is maxed out and trial and error an optimal tune. Hopefully wont take too long to test and find limits. I rekon i'm already there with 27-28psi but would like to push up to 30psi and see if thing improve.
Are you using a 3.5 or 4 bar MAP sensor? 29psi boost is full scale on a 3 bar so you lose overboost protection/effective boost control and mapping control. If you have selected wastegate spring so you are at the point of exhaust pressure driving it open you may get away with more fuel and retarded ignition in the limit cells but probably not a game you want to play for the cost of a sensor.
Are you using a 3.5 or 4 bar MAP sensor? 29psi boost is full scale on a 3 bar so you lose overboost protection/effective boost control and mapping control. If you have selected wastegate spring so you are at the point of exhaust pressure driving it open you may get away with more fuel and retarded ignition in the limit cells but probably not a game you want to play for the cost of a sensor.
Its an electronic boost controller and 3bar map sensor connected to the ecu and i can safely get upto 28psi with map limits kicking in to cut boost at 28.8psi. My progressive boost control strategy wont allow it to go above 28.5psi and if it does the map limit will come in at 28.8psi. No risk of overboost.
i haven't seen any EMAP data on the forum and hope others will share. i have been logging EMAP since 2004. here's a recent 600+ rwhp run. 47% at just over 8000/21.7 psi. G40-1150. 1.06 T4 hotside. 3 inch exhaust. Magnaflow 40944 mid muffler, Racing Beat catback. WG (Tial V60) plumbed into the DP. crossover was 6334. i see 36% around 500.
other interesting data... air temp out of the turbo before IC 324. IAT into motor 74. thank you 100% meth as AI.
Pat, here's where you would have been if you were running a G35-900.
here's the same spot on your G35-1050
Last edited by Howard Coleman; Jun 20, 2025 at 03:03 PM.
optimum modern setup is a Honeywell PxL 150 psi absolute pressure sensor, about $82 from Ballenger or any other reputable (non counterfeit) Honeywell vendor
optimum modern setup is a Honeywell PxL 150 psi absolute pressure sensor, about $82 from Ballenger or any other reputable (non counterfeit) Honeywell vendor
Howard, This is the compressor map for the G35 1050 but I haven't got a clue where I am on this!! I'm hoping close to the 78% zone but feel free to correct me!
"Any perceivablee difference in map reading/AFR consistency going an order of magnitude up in scale?"
no, and i have checked scale every couple of years.
That's good, probably advantageous to be using the same part for intake, exhaust and fuel pressure if going from scratch on a new build to reduce any scaling issues between sensors.
Massive Progress with the New Fuel System – 100-200 Times in the Mid 5s!
Just wrapped up 12x 100-200km/h pulls at 26–27psi (1.8 to 1.9ish bar) to put the new fuel system through its paces, and honestly… I’m blown away. I never thought I’d be hitting mid 5-second times, especially in summer heat but here we are! Previously, I was sitting in the 5.9 to 6.2s range, which was decent but now I’m seeing consistent runs between 5.5 to 5.7s. That’s a serious step forward. Went out today in even hotter conditions and still pulled a 5.6s.
Current PB is 5.58s, which is insane for a streetported 13B on pump fuel with a stock box. But when I look at the bigger picture out of 12 runs, my average sits in the 5.70s. In this heat, that kind of consistency is something I’m really happy with.
It’s not the fastest or most efficient "sex spec" setup's out there… but somehow, it’s still punching way above its weight. This whole build is starting to feel like a true grassroots underdog story, and who doesn't like that!
Still on pump fuel, still on the stock box, still reliable. Winter testing usually brings the better numbers (boost season, baby), so I’ve got no doubt the real PBs will come later this year! Plus maybe just maybe a new map sensor?!? Watch this space!
Overall, Mid 5s, 12 consistent runs, streetport, stock box, pump fuel… can’t ask for much more right now in summer heat. The little rotor that could!
Do it, would be great to see how the dct runs a 100-200 in a video overlay.
Man, I do things then undo them..... Cant leave **** alone...lol
DCT was sold last year... I'm back to the stock 5spd.
But, I still need to see what she can do now that I have an 3" exhaust cut-out.
Man, I do things then undo them..... Cant leave **** alone...lol
DCT was sold last year... I'm back to the stock 5spd.
But, I still need to see what she can do now that I have an 3" exhaust cut-out.
Still out here testing, and the last 3 runs averaged 5.62s. Safe to say I’ve got 27psi as good as its going to get. Consistently and reliably in the 5.5 to 5.6 range now.
When you're checking power levels with 100–200 pulls, it’s easy to get caught up in the chase, always wanting more, always looking for a quicker number. But every now and then, it’s worth stepping back to really appreciate what those numbers represent in the real world, especially when you compare them to what other cars are doing at similar times.
Some serious pieces of kit on that list. Supercars and exotics that cost three, five, even ten times more than an FD and yet, here we are, an FD on pump fuel knocking on the 5.5s range, right there with them. It just goes to show, when it’s built right and dialed in, the FD isn’t just keeping up it’s punching way above its weight. Consistently hitting those numbers puts it in a league few expected, and that’s what makes it so satisfying. Lower the boost and it will do 400hp all day long but up the boost and the performance comes to meet you! I guess new turbo tech isn't just all hype! It actually works!
Just to put things into perspective, my setup is far from the most efficient. I’m still using An old-school HKS cast iron manifold A Radtec V-mount kit some would debate is only good for 400hp Stock UIM when something like the Turblown or new Race only piece would be a step up.
With a more refined and efficient setup, there’s no doubt someone could achieve even better results. It really shows there’s still plenty of potential left on the table. If you have a better setup you should expect more!
Even though my setup isn’t the most efficient, the FD has been consistently hitting reliable 5.5 to 5.6 second runs every time. Since the 3-bar MAP sensor is almost maxed out, I was ready to wrap up the G35-1050 chapter, it felt like the perfect point to stop. You know what they say: sometimes it’s best to get out while you’re ahead.
But then Omar (Raceonly) stepped up in a big way. He was genuinely impressed that I managed to drive into the 5.5s with the current setup, and being the absolute legend he is, he offered to send over a 4-bar Raceonly MAP sensor to keep the journey going. Huge shoutout to him, not just for the part, but for being a great sport and supporting the madness. Really grateful for that!
So for now, I’m taking a well-deserved breather and enjoying the car in the twisties until the new sensor arrives. Once it’s in, I'll carefully start pushing into the 29–32psi range to see if there’s a little more magic left. I'm still aiming for consistency and reliability as we’re definitely stepping into the zone of diminishing returns, but with the progress so far, I’m excited to see just how far the baby G35 1050 can go.
Let’s keep it rolling!
Last edited by rx7srbad; Jun 28, 2025 at 09:29 PM.
In a few weeks, I'll be getting my FD back after upgrading the fuel system. The setup includes:
Twin Walbro 450 high-pressure fuel pumps
E85 AN8 lines
2x 1500cc injectors and 4x 2200cc injectors
This setup will allow me to safely push the boost to 30 psi. While waiting for the upgrades, I was reviewing real world data from previous Draggy runs, and I came across something that might interest 13B Streetport/Bridgeport owners looking for real-world performance insights.
Before Omar's sub-4 second 100-200 km/h runs, he posted a draggy time of 5.18 seconds at approximately 28 psi.
Precision 6885, Bridgeport, DCT
Nath's recent run at 29psi was strangely also completed also in 5.18s.
G42 1200
Dog Box
Bridgeport
The key takeaway being two impressive setups running a 13B bridgeport with a properly sized turbo, both pushing similar boost levels and achieving 100-200 km/h times in the low 5-second range.
Omar kindly shared a setup from one of his customers featuring a G40-1150 T4 with a 1.19 AR on a 13b bridgeport, running 25 psi. The car uses the stock FD gearbox, so there are two granny shifts involved. Despite that, the time is still incredibly impressive. If the owner were to re-run the test with dragy overlay, I’m confident they could hit mid-5s for the 100-200 km/h range, 5.5-5.6s is potentially possible. However, because 2 manual shifts were involved the time was 5.94s
The fact that a G35-1050 is already managing high 5s is pretty impressive, but I’m starting to think there might not be much more to gain with it—maybe a 0.1s-0.2s improvement, potentially with very high emap or serious consideration given to control boost beyond 7krpm.
The trend suggests larger turbos like 6885 or a G42 1200c 73/75 on bridgeport engine with dct or dog box running 27-30 psi boost to be able to run low 5s 100-200km/h in the real world.
I’m considering swapping to the G40-900 and turblown uim sooner and calling it a day with the G35.
While we wait for the new Raceonly 4-bar MAP sensor to arrive, this seemed like a good time to revisit the performance comparison above, now that we have Dragy-verified data for a G35-1050 setup at 27 psi.
In real-world terms, more efficient builds like Omar’s Precision 6885 Bridgeport with DCT and Nath’s G42-1200 Bridgeport with a dogbox have both recorded 5.18s 100–200 km/h times at 28–29 psi. By comparison, my G35-1050 on a streetport with an oem box is running 5.5–5.6s at similar boost (1-2psi less). That’s a ~0.4s difference — and realistically, the G35 is unlikely to close that gap.
The G35-1050 has done well for its size and spool characteristics, but turbine efficiency is clearly the limiting factor at this power/boost level. Setups using larger and more efficient turbos like the G42-1200c or 6885 are delivering clear gains in this performance window. The difference isn’t just on paper; it shows up in actual acceleration numbers but right now, that 0.4s gap at similar boost is significant. This is what an efficient setup is capable of, it's free performance.
We’ll still push 30–32 psi on the G35 and see how far it goes, but at similar boost, being 0.4s slower from 100–200 km/h is significant. For context, I’ve seen friends spend £30–40k chasing just the next half second on Dragy and that’s the reality of performance at this level. Every 0.4 to 0.5s on draggy 100-200 is a different class and a massive step up in performance. As they say, the pursuit of performance isn’t cheap...especially if a 13b is involved!
Updated Leader board!
Last edited by rx7srbad; Jun 30, 2025 at 12:54 PM.
Big thanks to Omar from Raceonly for generously giving me a 4-bar MAP sensor, and to Tim for picking it up while on holiday in Australia. Tim took the time to visit Omar’s amazing shop, got a ride in a monstrous 20B single-turbo and brought the sensor back for me. It’s time to send my 13B to the moon, go big or go home!
That said, it’s never all smooth sailing when 13bs are involved and there’s always the next challenge. This time, I’ve spotted a leak in the cooling system, so I’m draining all the fluid and taking the opportunity to do some routine maintenance, including replacing the hoses.
So I need to fix the cooling system leak, install the new MAP sensor, get it calibrated, and start pushing boost. Hopefully, the stock box can handle it, time will tell. Will be great to get up to 33-35psi in the mid range like below 7k rpm and if no improvements then I know the G35 1050 is cooked and cant do anymore.
I saw Garrett just dropped the new G35-990 (about 60hp less than the 1050), but on paper it trades peak power for better response, lower EMAP, and similar overall punch. Definitely tempted to test it out. Meanwhile, my G40-900 is just sitting there, staring at me like, “Bruh… it’s my turn to play!”
i bought a G40-900, yesterday, for one of my engine clients. i am very excited about this turbo. it has the same compressor as my G40-1150 BUT it is on the other end of the important Trim spectrum.
while they both share a large 88 mm exducer, the 900 has a small 62 mm inducer V the G40 71 mm inducer.
Trim is 51 for the 900 and 65 for the 1150.
the 900 should spool like crazy yet has a big output from the exducer.
this might be the ultimate (current) turbo for the 600 neighborhood. after i get what i want from the Texas Mile i will probably trade down to the 900.
Yup, I'm as excited as you are to test the G40 900. I think the G35 1050 is making close to 600 now....so this must be good for at least 700 with insane emap efficiency and spool. Hopefully all goes well and I can confirm what it does.
but feel free to correct me! 
