Lithium

Chris made that on a hub dyno with a very aggressive head setup on an RB30. Consider his to be 390ish-kw on a Dyno Dynamics - though I guess that'd still potentially equate to 480+kw with E85 on a DD

Only didn't mention that because you specified twin scroll - I am unsure what housing they use, if it is of a better material/casting than the ones you get from ATP then yes.... it'd be the winning choice for me. If it was for single entry turbo choice then it would have been #1 for sure And in hindsight, I should have mentioned that as I actually mentioned the GTX (wasn't going to include it) 1. Potentially but still worried about reliability and supply Fair enough too. I am starting to feel more comfortable about both, there is a company with the TS T4 EFR8374s in stock - a mate got one within 3 days of ordering from them. The reliability is something that does more high risk because of the epic fail period, though it sounds like a specific cause has been found and addressed so not as concerning as before. Thinking about it, yeah I'd probably lean towards the other options until those other two points are proven to be no longer an issue. 2. Will look into more Sweet, I have the impression the Tilton EVO had a variation of this turbo at WTAC closer in spec to the 9180!?) 3. From everything I can see the 6262 performs exactly the same as a T04Z, which I had and was great but probably looking for better response at the track I would have expected a bit better response from the PT6262 - somewhere between GT3582R and T04Z but haven't experienced a PT6262 myself so could be wrong 4. Another option I've been pondering but 1.06 scares me, do they come in a 0.8ish T4 divided? I believe they do. I've been in a couple of cars running the 1.06 TS and imho they haven't been anywhere near as bad as you'd expect looking at them - nothing like the 1.06 single scroll things

How much are you willing to spend? Off the top of my head these would be my preferences $$ aside - in order of preference, for the power and boost level on E85: 1 - Borg Warner EFR8374 with .92a/r housing (internally gated T4) will easily make that power at that boost level on E85, designed to run on petrol engines so should handle the heat etc - and should be the most responsive turbo out there which will comfortably do that power 2 - Borg Warner S300SX FMW with .91a/r housing (externally gated T4), laggier than the EFR (arguably a little more responsive than the PT6262) capable of similar power to the EFR. Nudges out the PT6262 for me due to having a less dodgy track record in terms of reliability. 3 - Precision PT6262 with .84a/r housing (externally gated T4) will also easily make that power level on E85, though is by reputation laggier than the above two options - which comes with its ability to make power than all the other options. Potentially redundant as all of the turbos I am mentioning will do over 400wkw at 22psi on E85 with a certain amount of comfort. 4 - Garrett GTX3582R with 1.06a/r housing (externally gated T4) - Probably closest in spool and power potential to the PT6262, marked it lower because of hearing too many horror stories regarding the TS housings on these failing when used in anger, would like hear things which give me some confidence that this is an ATP-version specific problem, or something which has or will be dealt with.

More of a Primera fan?

NYTSKY: Is that not what Hi-Octane were running on their R34 at WTAC?

You haven't even said what turbo you currently have, or is it running the stock turbo? If so, you have the wrong kind of car

How did it spool by comparison?

This can definitely happen with cars which don't knock under steady load - this is why ECUs such as the G4 Link have the ability to set up transient retard

Very nice - thats on an RB30 eh?

What boost are you running through it? I'm a little surprised at the folks who are saying "Too high EGT = tune" without checking exactly how hard you are pushing it. I have long said I don't like the idea of the GT-RS/GT2871R for an RB25 - I think their hot side is too small for it, and have for some time now tried talking people out of them when they have considered them for that application. I'm sure up to 1bar of boost they'd be OK, but for track use and anything over that there is no way I'd be keen. The thing about increasing exhaust manifold pressure is you get more and more backflow into the engine and combustion temps will go up, EGTs will go up, everything will get hot and unstable. You can add more fuel to try and calm things down - that will only go so far. You can retard the timing to try and avoid knock, that will just raise EGTs and some of the knock may well be pre-ignition, has nothing to do with your actual timing curve and anything you do which will increase EGT CAN help encourage hotspots which will just make pre-ignition more likely. This stuff won't necessarily show up on dynos, the tune can appear at face value to be mint and safe (ie, never getting det etc) but the concern I've had with GT28-based turbos that flow like this on RB25s is after sustained thrashing. There can be a point where you are just pushing a turbo or a setup too hard and really you need to either drop the boost and accept it is undersized for what you are wanting to get from it... or upgrade the turbo. I'm not saying that this IS the case, but it'd be silly to not seriously consider it. Try dropping the boost as much as you can and take it for a thrash, perhaps. If the tune is that bad that its doing this damage then it is still likely to be a problem on lower boost. If it still does it when running a boost level the GT-RS should shit out its not your turbo and there is further investigation to be done. If it doesn't, it doesn't necessarily guarantee the turbo but it certainly increases the likelihood that it could be that.

So you are getting a plain bearing 5558? How much laggier are they than the BB ones?

It seems they don't NEED the extra boost, but if you can - they reward you

There was no talk of 1.06 housings, or running the GT3076R to its potential. The compressor will be past it's best as is, don't put words in my mouth and then correct me on it. Not debate from me that the 1.06 would significantly improve the flow but theory or history of the GT30/GT35 turbine housings vs wheel combinations aside proof in the pudding for some time now that the larger GT35 turbine proves to make people and engines happier than battling with the GT30 based turbos to try and get the best power/response combination together in that grey zone - especially on a 3litre. The 1.06 hotside on a GT30 will make something that starts feeling like a limp version of a small housing GT3582R, imho. Totally agree.

No way, GT3076R (let alone a 52T one) on an RB30 - I honestly don't know how anyone who have been paying attention could think that is a good idea. Things have progressed so far in turbo/tuning technology, and so many experiences have been shared yet in some places they seem to have gone around in circles. Nonetheless, I have myself thought that an RB25 with a GT-RS with a flexfuel setup would be something of a fun thing if one wanted to make a cheap (!) close to stock type setup that went really well everywhere - of the variations discussed it seems by far to be the most logical idea.

Oh that's right, it all comes back to me - hadn't they (they being since demised units) already been run up and outspooled and outflowed the GT2871R-10s, at least while they lasted?

Looks nice, looking forward to hearing how this goes - what is the engine spec again? Is it being tuned on pump gas, or something alcoholic?

^ Good question. I've followed US/Euro results for years and bleated on about some of the results people had been getting wth FP and Precision turbos for years and said the Garrett GTX turbos have been too little too late but for a large part seems to have fallen on deaf ears MOSTLY here, got the typical "inflated dyno figures" speels. Understandable that people need to see the results from familiar environments and setups, but that is probably largely why they haven't spread around this part of the world so much. Overseas in the EVO/Supra world they are EVERYWHERE.

Yes, capable of more power - no, most definitely laggier.

Of course that is kill mode, but that's serious business for a 62mm turbo without nitrous oxide

I am sure a 6262 could do that power on a DD, and that would not make it the best turbo in the world imho as there are others in similar territory. Here is an old example of what these turbos can do...

PT6766

There are smaller... ]http://www.treadstoneperformance.com/product.phtml?p=2304&cat_key=564&prodname=Precision+5431+CEA+Billet+50+Trim+Compres

Sounds about right, what triggered me to say that was the statement that Kandos are 1/3rd of the price of comparable products and while they are cheaper they are most definitely not 1/3rd. After paying attention for a while I'd feel much more comfortable getting a genuine Borg Warner, Garrett, Precision or Turbonetics turbo and get something long time proven and supported for possibly slightly more outlay.

Maybe they are cheaper in Oz than here? Over here they don't seem much cheaper than plain bearing Precision turbos.

I'm definitely not going to be recommending Kando turbos to anyone after reading the above.