Sunday, 15 July 2018

Cam comparison BC 272 vs BC 276

BC came up with a cam that is comparable with the GSC S2 and Kelford 272, they called it BC276 This is the dyno i found comparing it Source :

Monday, 21 May 2018

Connecting Rods , Tuff ?

Pics by Real ST

Comparison of
Eagle H Beam , Manley H Beam , Manley new series of H Tuff , BC rods

This is Manley's new H-Tuff H-Beam rod. This is a stronger beam construction, allowing you to make more power safely on an H-Beam than before. This H-Beam's construction can handle more power without adding considerable weight to the design. This rod bridges the gap between the previous h-beam design and the turbo-tuff I-Beam design which is considerably more expensive.

This is a great option for someone who is worried about maxing out the hp rating of the h-beam but not looking to step all the way up to an I-Beam.
Manley "H Tuff" Beam connecting rods are manufactured from 4340 forgings to the same exacting standards developed and approved by our original equipment customers. There is a vast difference in quality between a Manley "H" Beam and the "other" inexpensive H-Beams on the market. Weight matched to +/- 1.5 grams. Perfectly round big and small ends. Bend and twist is tightly controlled.


  • H-Tuff Series with heavier beam for higher boost applications
  • Manufactured from 4340 forgings
  • Heat treated, stress relieved, shot peened and 100% individually magnafluxed
  • Weight matched sets + 1.5 grams
  • Cap fasteners are 3/8" ARP 2000 for the”H” Beam and 3/8" ARP Custom Age 625+ for the H-Plus

New Bosch Injectors , All fuel compatible

The ID1050X (P/N: 1050. is an all new injector, designed in partnership with Bosch Motorsport to replace the ID725, ID850 and ID1000. This collaboration has given Injector Dynamics the ability to design a high flow injector with characteristics specific to the needs of the motorsport tuner looking to push the limits, safely!
- Nominal Volumetric Flow Rate – 1065cc/min @ 3.0 Bar (43.5 psi) Using Gasoline at 52 Degrees C (125 Degrees F)
- Maximum Differential Fuel Pressure – 10.0 Bar (145.0 psi)
- Fuel Compatibility – Compatible With All Known Fuels – (Designed Specifically for Alternative Fuels)
- Electrical Connector - USCAR (Also known as EV6)
- Set of 8 Injectors

While the ID1050X is compatible with all fuels, it is exceptionally capable of extended service life with highly corrosive alternative fuels. The ID1050x also features a replaceable inlet screen, unlike the standard captured non replaceable filter that does not always respond well to ultrasonic cleaning. Showcasing an improved magnetic circuit that allows for stable operation at high pressure, this has extended the useful flow range of the injector and even allowing them to run as high as 10 bar (145 psi). With an improved flow path, increased flow of approximately 5% over the ID1000 with no reduction in low flow capabilities, the ID1050X will be the perfect solution for enthusiasts looking to make serious power!

The ID1700x is the most recent offering from the partnership of Injector Dynamics and Bosch Motorsport. The ID1700x was designed to fill the gap between the ID1300x and the ID2000, and like the ID1300x, it features corrosion resistant internals making it compatible with all known automotive fuels.

A unique magnetic circuit, resulting from a lengthy development program, makes the ID1700x immune to voltage and pressure sensitivity problems that plague other high impedance high flow injectors. The ID1700x excels at high pressures typical of current automotive systems, and will perform flawlessly in these applications.

The ID1700x was designed to be an all fuel compatible injector, capable of very high flow rates. As such, it will most often be used to deliver E85 to boosted engines, or occasionally, gasoline in extreme high horsepower applications. Neither of these applications requires extended linearity at low flow rates, and so this was given a proportionately lower priority during the design process.
The ID1700x will deliver flawless stoichiometric idle and cruise mixtures on E85, but like the ID2000, should not be expected to do so on gasoline.
If you need flawless drivability on gasoline, the ID1300x will provide this, and is capable of approximately 150hp per injector on E85.

source :

Wednesday, 12 November 2014

Better Spoolup with bigger displacement



Credits to John Bradley

Sunday, 2 November 2014

Connecting Rod Weight

Connecting Rod Weights , below are some collected data of Connecting Rod weights from forumers

Stock = 695 grams

GRP = 470 grams
Map = 470-480 grams
Groden = 490 grams
R&R = 500 grams

All other material:
Crower titanium = 410 grams
Carrillo = 520 grams
Engine pro = 557 gram
Manley H beam = 573 grams
Eagle = 575 grams
Oliver = 605 grams
Pauter lightweight = 610 grams
Crower = 612 grams
Scat = 640 grams
Map billet rods = 652 grams
Pauter = 685 grams
Manley I beam = 690 grams

Steel R&R

R&R 156mm I beam - 602g
R&R 159mm H beam- 568g
R&R 156mm H beam (discontinued for the most part)- 548g

Manley Turbo Tuff - 680
MAP Howard Rods - 652 (only rod with 3/8 bolts, all others have 7/16) 
Crower - 607
Carillo - 574 
Oliver is 585 
Eagles 590

source :

Friday, 24 January 2014

Custom Intake Manifold for Mitsubishi , Honda , Toyota , Nissan

Custom intake manifolds for all cars including Mitsusbishi , Toyota, Honda , Nissan and even K-Car. Head flanges are CNC cut and all intakes have CNC cut velocity stacks.
Let us know the plenum size & runner length, we will do it for you.

CnC Port and Polish Head , Evo , Honda , Toyota , Mitsubishi

Increase head flow with CnC Porting available at Fatboy Racing Malaysia

Latest Garrett Compressor Cover Honeywell

Garrett has changed their castings with the name Honeywell on it rather than the Garrett
Changes has been seen on AR70 Compressor housing of the GT30 and GT35

Sunday, 14 April 2013

HX35 HX40 on a FP31 & Garrett Turbine Housing

It has been very much discussed that the HX35 and HX40 can utilize the FP31 turbine housing or the T3/T4 series from the Garrett.

Below are some pics of the finished machining.

Below are from dsmtuners member : thilaksharma

Thursday, 7 February 2013

Just a billet turbo wheel ?

The current hype is billet, everything billet turbochargers. So why did the new billet wheels go cheap ? What is the diffrence ? Quality ?

Have a look again

Monday, 21 January 2013

Bar & Plate vs Tube & Fin weight comparison

I found this japanese picture which explains the diffrence in weight of an exact size intercooler.

Wednesday, 16 January 2013

Misc Turbo Sizes and Flows

Turbo flows and sizes information, random copy paste from the web. If you do have anything to be taken down, please do let me know.

Source :

Evo 8 TD05 Turbo - (360HP) Stock Evo 8 TD05-16G with 9.8 exhaust housing
Evo 8 TD05 Turbo - (380HP) TD05-16G with 10.5 exhaust housing
Evo 8 20G Turbo - (415HP) Upgraded TD05 with 20g compressor wheel and 10.5 exhaust housing
Evo 9 TD05 Turbo - (390HP) Stock Evo 9 TD05H-16G with 10.5 exhaust housing
Evo 9 20G Turbo - (425HP) Stock Evo 9 turbo with the 20G compressor wheel

Forced Performance have awsome Evo 9 based Turbos Available:

FP White (425HP) capable
Evo 9 based Turbo with:
Larger HTA 68mm Compressor Wheel

FP Green (475HP) capable
Larger FP 47lbs Compressor Wheel
Larger FP designed Turbine Wheel

FP RED (550HP) capable
Larger FP Red HTA Compressor Wheel
Larger FP designed Turbine Wheel

Also the 600HP+ FP Black and the new FP GREEN 73HTA Turbo (seems to be hot pick for a 500HP street turbo).

Also look at the BBK turbos, they seem quite popular.

nb. the stock turbo's need high boost and race fuel with suporting mods to make these kind of power figures... (But it is possible.)

GT3071R - (450HP) Boost is seen 700 - 1000 rpm earlier than the
GT3037S and only 200-300 later than stock. needs less boost than the FP Green to make the same power levels.

GT3076S - (525HP) This "benchmark" turbo, used my many a kitmaker, makes excellent power but spool-up does suffer about 1000rpm later than stock.

GT35R - (650HP) Most talked about Turbo - excellent race Turbo used by those that want big power an low ETs

T3/T4 Turbo kit choices:

Garrett 50 Trim T3T4E
Horsepower: 450hp
Compressor Wheel: 76mm Exducer; 54mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim


Precision PTE 5557 - T3/T4 Turbocharger
Horsepower: 495HP
Compressor Wheel: 76mm Exducer; 55mm Inducer 54trim (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim


Garrett GT3076R
Horsepower: 525hp
Compressor Wheel: 57mm Ind; 76.2mm Exd 56trim
Turbine Wheel: 60mm Inducer; 56mm Exducer 84trim


Precision PTE 5857 - T3/T4 Turbocharger
Horsepower: 600HP (claimed by some shops but should be closer to 580HP)
Compressor Wheel: 76mm Exducer; 58mm Inducer (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim


Garrett T3 60-1 - T3/T4 Turbocharger
Horsepower: 610HP (max flow potential for this T04S wheel)
Compressor Wheel: 76mm Exducer; 59mm Inducer 60trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim


Turbonetics T3/T04E Super 60
Horsepower: 580HP (No compressor map available but its a dead ringer for a GT4082 Comp Wheel)
Compressor Wheel: 82mm Exducer; 58mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer (F1)

and for 600HP+ = GT35R, PTE3562, PTE6262, GT4088R, etc...  

So I've owned a lot of T3-T4 Turbo's of different specs and from experiance I can tell you that depending on the combination of compressor and exhaust wheels on std frame T3/T4 with a T3 .63 Turbine housing and a T04E Compressor side they can hit peak poost anywhere between 3000 and 5000rpm for a non ball-bearing Turbo...

I have been curious to see where the mordern day variants of these T3-T4's spool on a 2.3L EVO with the .63 Exhaust housing:

GT3071R - AMS say 3300-3400rpm on a 2.3L Stroker, with around 3800rpm on the stock block 2L. [450HP capable Turbo]

GT3076R - Evo_M owners claim 3800rpm on a 2.3L Stroker with about 4000-4200rpm on the stock block 2L depending on supporting mods... [500HP capable Turbo]

GT35R - 4100-4300rpm on a 2.3L Stroker and on the stock block 2L depending on supporting mods as high as 4500-4900rpm... [600HP capable Turbo]

On the whole .63 vs .82 Hotside issue: 

from EVO M
The 50trim is larger that the 3071 and will flow 49lbs of air, the 71R a bit less than that.

The 76 will flow 52 pounds of air and the 35R 62 pounds.

The 50trim spools up around 4000 when no-ball bearing but about 200-400rpm sooner when dualbb,

Ive seen more say 400rpm sooner, RNR sells both and they claim a 400rpm quicker spool.

Also, RNR made 389hp at 21psi on 91 and 423hp on 93 without alcohol injection. So it seems it spools faster than the 3071 and makes more power...

it can make almost as much HP as the 3076 but with faster spoolup and for a pump gas turbo I think the 50trim is better,

if your going to run race gas all the time or alcohol then maybe the 3076 would work better for you.

One more thing, a TurboTrix customer, REZ90, made 480hp with the 50trim although I dont know the supporting mods.

Also, a 3037 is capable of about 520hp, the 50trim about 490hp(good tune, race gas) but faster spool and me running pump gas on a daily basis in my mind make the 50trim better.

If any of this is wrong, someone correct me, a turbo isnt cheap and I dont want to buy the wrong one.

davidbuschur wrote:

Smogrunner, sorry, I never saw this post. Anyone who wants my attention in a post just send me a PM with a link and I'll be glad to stop by.

First, if you use the Tial or Garrett ported shroud compressor covers you will NOT experience any surging with the HTA35r.

Next, the .63 housing works very good with the 35r's. Depending on the build we are doing we will sometimes use the .82 housing. I have now tested a few different header designs and tested 4-5 different turbine housings with the HTA35r.

Overall I'd say the .63 housing works the best and a 2.5" outlet with a 2.5" 02 housing doesn't seem to hurt the power at all compared to the 3" stuff. The 3" does however make fabricating the housing, nicely, in one piece much easier.

It was said that most of the charts posted from us are on the .82 housing. That could seem true simpy because my car has a ton of charts posted BUT there are some kick ass charts posted with the .63 housing too. We've made 520 whp here on the .63 housing on 93 octane. Best ever was on Peter's car at 547 whp on the .82 but the car is also set up just like mine with nothing left out.

scorke wrote:

The .82 should make another 30-50 whp on a full tilt car than the .63. The difference in spool as dave said should be about 2-300 rpm sooner at lower boost levels, although I would venture a guess that the difference between spool times to make 30 psi would be more considerable in the 4-500 rpm range.


Max Airflow Correted to Garrett Method:

EFR6258 = 42 lbs/min
GTX2860R = 42 lbs/min
GTX2863R = 44 lbs/min
EFR6758 = 45 lbs/min
GTX2867R = 47 lbs/min
EFR7064 = 51 lbs/min
GTX3071R = 57 lbs/min
EFR7670 = 60 lbs/min
GTX3076R = 65 lbs/min
EFR8374 = 75 lbs/min
GTX3582R = 76 lbs/min
EFR9180 = 88 lbs/min
GTX4294R = 97 lbs/min 

Tuesday, 15 January 2013

Manley H Beam vs I Beam

Hello guys, I know everyone is looking for comparisons for the manley conrods. I found these pictures on and would like to share with you guys. Notice the weight and design. The question is, do you really need a I beam ? Source : Realstreetperformance

Manley turbo tuff vs standard evo

Tuesday, 8 January 2013

Wiseco vs Wiseco 1400HD

Since everyone over the internet is looking for pictures for the differences  my buddy Mr Matt decided to share me some pictures. The Wiseco HD comes with a .22 pin instead of a .20 pin. Notice the piston is a asymmetrical skirt design and the much deeper valve relief ports.

Credits to

Monday, 7 January 2013

Wiseco new 4G63 series , but do you notice the diffrences

Wiseco has a new range of pistons, but does everybody notice the diffrences in the Compression Height ? How will it effect our clearance.

4G63 Valve Spring Rates and Tests

Valve spring comparison #2
Evo VIII, Stock DSM, Manley, Brian Crower

 From left to right

· Used Stock 4G63
· Used Manley
· Used BC1100
· New BC1100
The EVO springs, set of 16, tested 58-62 lbs @ 1.530

Used stock 4G63 valve spring Appox. 140k miles
56lbs @ 1.530

Used Manley Valve spring, mileage unknown.
78lbs @ 1.530

Used BC1100 valve spring, Appox 5000 miles
85 lbs @ 1.530 
There must have been a change in the production of the springs about 2-3 years ago. Since the used springs test stronger than the new ones.

New BC1100, right out of the box
80 lbs @ 1.530   

Part Number #160-1280

Free length 1.910
O.D. 1.110
I.D. .754
Wire size .145x.178

Closed position
pressure & Length (intalled specs)
66@1.575 Valve closed

Open position
Pressure & length Valve Open

solid height

The factory installed springs should be close to this also.

EDIT: I just checked 7 sets of used 4G63 valve springs, and only came up with 1 and a half sets of decent used springs.
Most springs checked between 45-55 Lbs @ 1.575
I would say a good spring should test at 60lbs@1.575, Most spring manufactures, will allow 10% loss in spring tention for spring "break in"
I used a Rimac spring pressure tester.

Ferrea “beehive” Spring info

Specs on the springs
- Spring O.D. - 23.87mm / 28.07mm = .939/1.105
- Spring I.D. - 14.73mm / 18.85mm = .579/.742
- Seat Pressure - 90 lbs. @38mm = 1.496
- Open Pressure - 225 lbs. @28mm =1.102
- Rate Inch - 342 lbs.
- Coil Bind - 23mm =.905
- Max Net Lift – 13.5mm = .531
- Spring Material - PAC Alloy

BC 1100 Valve spring info
Spring Pressure:
BC1100 Seat:
Colsed 1.500" @ 95 lbs /
Open: 1.000" @ 235 lbs /
Coil Bind: 0.935"
(no machine work required)

GSC Power-Division 4G63T Beehive Single Spring Set
Spring Pressures :
Seat @ 1.56"=68 lbs / .300"=160lbs / .400"=190lbs / .450"=210lbs / .625"= Coil bind.

Kiggley springs
97lb Seat Pressure at 1.440"

325lb/in Rate

Source :
by BogusSVO

Thursday, 3 January 2013

Tial Turbine Housing Raped

There two ways to mount a wastegate, one is on a turbine housing next is on the manifold itself. So below is how a Tial turbine housing is raped for this purpose.