Turbo manifold
 

Is there anywhere to buy a turbo manifold to part a kit together instead of paying the ridiculous prices for a kit?

http://pandlmotorsports.com/shop/pl-...th-4-1-header/
http://www.fa20club.com/product.php?...cat=357&page=1
http://www.ft86club.com/forums/showthread.php?t=39359

In the end once you consider your going to have to buy a intercooler and piping/wastegate, fuel pump, injectors and everything else its not going to be much cheaper.

ya but some people may already have components. I have a Precision dbb turbo and tial wastegate just waiting to go on the brz.

I love the idea of brewing your own kit, really not difficult if you know what your doing.

If brewing your own kit, I would think making the manifold would be where the most cost savings could be found. These aren't some $300 Honda log style manifolds that shops are selling. Also, if you think the prices for these kits are ridiculous, you might want to reconsider going forced induction.

its not so much the cost saving but being able to assemble a kit to exactly fit my needs and not an off the shelf solution.

this. And like I said some people have things already. I have a $1500 turbo sitting, so I know $5,000 for a kit of quality components is not too expensive.
Companies now are starting to sell separate components like the ones mentioned above. I'm curious if Full-Race is considering anything for this platform.

You could always get the certain parts you need fabricated locally or semi locally if the off the shelf parts do not fit your build plans.

P-Tuning uses the stock manifold for their turbo system. Look into that. They appear to get the best spool of any system.

Appearances can be deceiving and their kit definitely doesn't spool as well as the AVO or a smaller T3 based turbo kit.

It would be nice if Fullrace would build a nice forward mount twin scroll like they did with the s2k's. that would be perfect for what I'm wanting to build.

Last I contacted them earlier this year they said maybe in 2-3 years. According to them the market isnt there yet.

I found that strange considering how many kits are being sold left and right. Maybe they will change their minds.

Nope they're right. We are the first generation owners, and as such we are more comfortable buying "kits" and Direct bolt on products. In a few years, when people buy the second-hand 86's, the market will increase 10-fold. Same thing happened to s2000's. My friend has a 800+ HP s2k that would've been unheard of in the early days.

With that said, I don't think I can wait that long lol. I have my eye on the FA20club uel turbo manifold right now.

How do you know? Not disagreeing. It's just that their dynos show a fantastic spool, much better than everyone else as far as I can tell.

Myself, I'm waiting for CARB approval of the Innovate, preferably with an intercooler, though we'll see if maybe e85 will be almost as good without as it is with.

How are you defining spool? If you think a GT30 turbo and the OEM exhuast manifold are the quickest to spool, that is fine, but I know that is not the case. A 5th gear dyno plot on a load control dyno does not tell the entire story.

it's simply impossible for a gt30r to spool faster than the little turbo that comes with the avo kit. if you were to dyno an avo kit under the same conditions it would spool much, much faster.

load dynos can make anything look like it spools quick. in the real world it's no quite the same.

I guess we'll need to see dynos from people who purchase the kit. OEMs can get turbos spinning meaningful boost at 1200rpm in the real world, turbos that spin up to 300HP or more. I don't think there's any magic. It's impossible to compare apples to apples without kits in the hands of people.

OEM turbo's can reach peak boost by 2400rpm on a 2.0-liter, yes. But in that particular case, it was a 2.0-liter EJ series Subaru Legacy with a tiny, and I mean *tiny*, twinscroll turbocharger with the entire system gone through with a billion dollar budget to get it to perform like that. It also ran out of steam around 5800rpm, and the 300hp was crank, not wheel. No current car manufacturer would be putting a GT30r size turbo on a 2.0-liter motor, and if they did, they wouldn't be expecting to get full boost by 2500-3000rpm.

It's back to the same old "horses for courses" line.
But can't see a 30r spooling faster than a 25/28 or smaller... It's all relevant

Looks like we're late to join in on the conversation, but here's some info to consider:

I know we've mentioned this before, but the RPM's that a turbo can build full boost at alone doesn't tell the whole story. How efficient the complete turbo set-up is overall will determine how much power and torque the engine will make throughout the power band.

Below is the popular Greddy T518Z-10cm2 turbo system compared to our much larger PTUNING GT3076R turbo system w/0.82 AR turbine housing too. Both were installed and tuned on a 2.2L AP2 S2000 running 93 pump gas. The Greddy kit was running WMI too. As you can see, there is a bit more boost during spoolup, but we make way more torque off idle to full boost. Above and beyond that our MUCH larger turbo allows us to run more boost efficiently, thereby making 422whp all day everyday on 93 pump gas. We have S2000's running the GTX3076R making upwards of 460whp on pump gas on our Dyno Dynamics Dyno. The only reason we didn't run more boost with the Greddy system is that it would have likely made no more power, even if we yanked off the WG boost line. The turbo is too small in our opinion. BTW, this is in no way knocking Greddy, it's just a case of IF you can make a larger turbo work with your turbo system, then go for it. There are many benefits to doing so. Running a tiny turbo just for "quick spoolup" is sometimes overrated.

Again, there are many things to consider when choosing a turbo design. We opted for a low mount again with the FR-S "because downpipe". Our S2000 system pictured below likely has THE best overall powerband of any system on the market. We've tuned a lot of different turbo systems too. Part of why we produce a wide powerband is due to the near arrow-straight downpipe and very nearly equal length manifold.

Also, mounting the turbo down low and further back drastically shortens the distance between the turbine outlet and the tailpipe, this makes for a very responsive turbo (given the large size) that also makes great power on the top end too.

We're pretty confident that if we were to ever try a GT28 sized turbo or smaller, we'll have the same, if not better boost curve than a lot of other systems. :thumbsup:


http://i44.tinypic.com/2ytzn8k.jpg

http://i43.tinypic.com/4rrin7.jpg

http://i43.tinypic.com/2preivm.jpg

http://i334.photobucket.com/albums/m...psa05a500f.jpg