the worst thing was having to drive my car back after dropping his car off The car has got some serious torque.

 

You the man! Thanks a ton to you and Nick for the door-to-door service, made my day much easier.

I have only begun to get to know the new set-up but it definitely has a different note under boost and seems less reluctant to spool after upshifts. This is on top of the ridiculous torque the car now has in the midrange.

 

love to hear some more impressions about the drivability.

 

Including 91 octane. Also keep us posted about whether the DNP headers crack or not.

 

Looking really good!

 

DNP's made over 100, without a reported instance of cracking. I just put one on. Spool later? Maybe, but hard to tell. Better top end? Definitely. Also you hear the exhaust impulses more than with the cast manifold, which, when you're pushing 1.5 bar through the manifold, makes a beautiful brappy noise.

 

Is the boost taper done to prevent knock? Or is it a physical limitation of the turbocharger?

I'm guessing that the increased nozzle area is decreasing exhaust pressure (well, it has to), and is helping to keep knock at bay by letting the cylinders evacuate exhaust better, which has allowed the extra boost. Just a guess, though.

Yeah, he hasn't sacrificed any drivability, in fact he has INCREASED drivability!

This is what I have always been working towards with my car. Very nice job, indeed.

Incidentally, I'd be interested to see if there is a difference between the 264/272 cam setup and a straight 264/264 setup or even a 272/264 setup.

I'll be datalogging and drag racing ALL of these setups on my Eclipse in the near future. The track was rained out on Wednesday, or else I'd already have some info on the 264/264 setup. On my car, I believe that the 264/272 setup slowed it down significantly. Airflow is down, airflow per rev is down. However, I don't have cam gears, so I haven't degreed the suckers. It is possible that I have too much overlap (which, I would think would cause increased airflow, but decreased power). Anyway, I won't be able to verify my data until I can get to the track.

 

Very nice

Talk about a great daily driver!

I wonder what a "home made" TD05HRA-16G6-10.5T will do vs. the TD05RA-15GK2-10.5T?

 

EZ76, are you still running the stock intercooler? If yes, I think that mod might really put you over the top. Feel free to let me drive it to hunt for beer the next time I'm at V.

 

Hey EZ76,

Props on the car .

Where did you pick up the turbo?

g

 

I was thinking the same thing.. he got the FP turbo assembly, but it doesnt say too much about it on the site, it may be the hybrid setup with the 16g6 but I never inquired about the complete assembly (Since I already had the TD05HRA-16G6-9.8t, and only got the 10.5t housing)

However, regardless this data is extremely encouraging, definitely indicates I'm going in the right direction for my needs (If I ever complete my car.. LOL)

 

The both of us...

 

You got it!

 

I ended up getting mine from FP but it turns out Vishnu can also get these (who knew?)

Initially I was highly dissuaded from going this route because some shops were asking $2700 for just the turbo (no joke!) but it can be had for 40% of that.

 

Hey guys, I'm very green to specifics of turbo housings, compressors etc.

How does the TME turbo compare with '05 Evo turbo assembly?

If I were to try to adopt a similiar turbo configuration, would I just order the same tubo set-up and ask for the specific housing?

And if anyone has the time to explain, or can direct me to a source, how changes in the housing, etc. effect boost/torque?

Thanks in advance... really learn alot from you guys.

g