Wait, can someone verify that the intake manifold is different? I thought that only the intake box/MAF were different.

As for the TC-SST, we seem to be limited in the same way as the MR but are quite a bit lighter, so I'd call that even. Either way, a larger transmission cooler is in order for our cars, and upgraded clutch plates should be considered for anything beyond 300 wtq.

 

So how come I see some MR's at like 330-340 whp. If they can run past 300 then why can't we?

Also AMS as thier Ralliart at like 353 whp with the widemouth dp and the FP Red turbo installed.

 

It depends entirely on the dyno, if the MR baselines at 240-260 WHP, 330 WHP isn't that big of a jump.
My understanding was that the AMS Ralliart had a high WHP but a relatively low WTQ. It's WTQ that will cause issues.

 

You can see it's over 350 WHP but under 300 WTQ.

 

Our Ralliart with the X turbo spooled the exact same on the dyno charts as the stock turbo. I thought after driving it, that it was just as responsive with the X turbo too. Now the Red is a different story, you can definitely tell there is more lag.

 

What do you mean by lag?

 

Can you actually feel that much of a difference from 300 wtq to 295 wtq. I'm guessing it just makes a difference at the track.

 

Well, every little bit does count, but +/- 5 wtq no where near as important as having a good, overall power band.

 

thats why the twin scroll is so beautiful. more output with very similar scroll-up time as the smaller ralliart turbo

 

The powerband with the FP doesn't look that great to me, at least from a daily driver perspective. It's just too peaky to make it useful for someone who doesn't want to stay in the upper rev range the whole time.
There's two kinds of lag that people often discuss in relation to turbos. The first is boost threshold, basically it's the point at which the turbo reaches full boost. The second is actual turbo lag, which is the time it takes the turbo to spool when the turbo is already at an RPM where full boost is achieved, ie. you're at 5000 RPM, let off the gas and then get on the gas again.

 

Looking at the comparison dyno graph (stock, EVOX turbo, FP Red) it looks like you would be best off below 3500 RPM with the EVO X turbo, from 3500 to 5250 it is a push, both are great, and the Red starts to out shine the EVO X turbo above 5250 RPM.

Is the Red based on a twin scroll design?

Also, have you guys at AMS tested out any of the Blouch turbo's compared to the FP red? They now only list the dominator 2.0 for the EVO X, but they used to also sell the dominator 2.5 with full ball bearing center section and the smaller Garret 47 lb/min compressor wheel for the EVO... that may be more appropriate for an SST equiped daily driver car than the dominator 2.0 with the Garret 52 lb/min compressor wheel and standard bearing center section.

Keith

 

They're the same for all applications:

Prior to 04/2009: 1540A249
After 04/2009: 1540A403

Not quite sure of the actual changes made other than part number but ill check on that too.

 

Yep, that's what I think too. If you're building a car for big track use, the red makes perfect sense (since you'll be in the upper RPM ranges all the time). However for street use, I'd go no bigger than the stock Evo turbo. Hell, for most people, the stocker is probably fine but the Evo X isn't that expensive (and it's all OEM).

 

Thanks! I thought so... was getting worried that my EVO X Turbo Swap list wasn't complete/accurate.

 

Would I be able to achieve 353whp/300 wtq going a different route.


ie. Stock EVO X turbo setup
800/1000 cc injectors
upgraded fuel pump
upgrade fuel lines
upgraded waste gate
weight reduction
EVO X Cams and Rods


I think this might be a more expensive setup but I'm trying to see how it would be possible to achieve the same whp that can be achieved with an FP Red turbo setup?