WOW!!!
You're giving away all your secrets...but we appreciate it.
I can say I would be
VERY much interested in purchasing a proven kit of this sort.
My only concern(s) were/are:
-No Cat
"built the down pipe without a cat"
Concern: Emissions inspections
Possible solution - high flow cat. I have a "Solo" brand high flow.
-HPtuners mods
"modified the computer program via HPTuners to shut off the cat error codes"
Concern: Unable to "flash" the ECM back to stock if/as necessary.
Possible solution - ???
Not criticizing, just offering my honest opinion/feedback as to what might cause me hesitation in a purchase decision.
Any chance you can finish your kit design along these lines?
Again, thanks for putting the research time into our cars. I for one am very appreciative of the effort.
Quote:
Originally Posted by
DEJON-Dave
I recently finished installing a Mitu EVO3 16 turbo on my GXP. Here’s pictures. This is what I used to run 25psi boost to redline. The 16g is rated at 375hp and DSM-EVO guys have run into the 10’s with it. Boost is all in at 3300 in 3rd gear which is only about 300rpm higher than our factory Borg-Warner turbo. I made an elbow adapter to mount the 16g to the stock exhaust manifold. See pic., this prototype is made from plain steel and steel flanges, then coated with hi-temp powder coating. This put the 16g about 1.38 inches higher than the stock turbo. We made an extension to fit to the stock oil drain line. The 16g has the same 2.375dia turbine inlet as a ported 16g. It has an internal wastegate similar design to ours, but requires a different down pipe with different flange.
We built the down pipe without a cat for lower back pressure and it does make the exhaust louder. The down pipe is made from aluminized steel and coated with the same hi-temp exhaust powder coating. It reuses the factory studs to connect to the exhaust. The 02 sensor is in the factory position. We run a 2nd AEM Uego 02 to generate HP Scan data and monitor real time. We modified the computer program via HPTuners to shut off the cat error codes.
We used 2gDSM water lines. The factory lower water line coming from the back of the block was cut about 4” from the banjo bolt, the cut tubing end flared and a new hose cut to connect it to the front of the16g via the 2gDSM line. The hose is silicone rubber with a 1200degF fiberglass sleeve to protect it. The front line needs only a longer hose to connect the factory upper block outlet to the other 2gDSM water line bolted to the 16g center section at the rear. Oil is supplied via a SS braided Teflon 4AN hose attached to the block via a 14mm banjo bolt.
The compressor is ported to gasket match the 1.75” OD. outlet elbow we made and clocked to align with the factory right side intercooler pipe or our RIP-SSC. The right IC pipe has a tube welded under it to fit any BOV made for a DSM or EVO. We used an EVO9 Compressor Bypass Valve. But the Greddy RS with recirc tube and one of our DSM/EVO mounting flanges will work.
When we designed our CIP-SS intake pipe, we deliberately replaced only the air box section. To fit the 16g, we only had to make the section from the turbo to the air box. So you can use a factory or modified factory airbox or our CIP-SS. It has a tube welded under it to connect to the compressor bypass valve. The braided SS vent hoses coming from the valve cover attach to this intake also.
The factory turbo heat shield fits over the 16g using the two top screws. We did not cut or modify any other factory brackets or parts.
How does it drive?… like a stuck pig. Stomp the pedal in 2nd gear and you spin the tires. We did increase fuel (lower AFR) via HP Tuners for safety and to keep away from knock.
Why not use an external wastegate? Internals are easer to package and less expensive. Internals don’t hold high boost as well, but we don’t expect to run over 28psi and it should handle that. We had to swap the Mitsu WGA for a Garrett High Pressure WGA to fit the space limited by the power steering can and hoses.
Why not use a venting BOV instead of re-circulating? 1. I like to keep the compressor spooled between shifts and this helps 2. do everything to keep out of compressor surge (especially on a plain bearing turbo). 3. No one yet offers an ECU program modded to handle the sudden dump of “MAS read air”.
I plan to offer a kit as soon I get all components priced.