How to make 300/300 on an RA?
#31
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.
#33
My understanding was that the AMS Ralliart had a high WHP but a relatively low WTQ. It's WTQ that will cause issues.
#35
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.
#36
What do you mean by lag?
#37
#38
#39
thats why the twin scroll is so beautiful. more output with very similar scroll-up time as the smaller ralliart turbo
#40
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.
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.
#41
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.
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
Last edited by Fourdoor; Oct 16, 2009 at 03:01 PM.
#42
#43
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, and the Red starts to shine 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
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
#44
Thanks! I thought so... was getting worried that my EVO X Turbo Swap list wasn't complete/accurate.
#45
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?