What did that roughly set You back to buildWe beat you to it here in NZ.
10T N54 kinugawa compressors in stock core and covers.
The car runs and is booked in for dyno January
Was 1100nzd odd for machining balancing and both rebuild kits they came back fully assembled. (Not my car, ill save the details on the build for the owner to post when he wants)What did that roughly set You back to build
Was 1100nzd odd for machining balancing and both rebuild kits they came back fully assembled. (Not my car, ill save the details on the build for the owner to post when he wants)
Plus the cost of the billet wheels from kinugawa.
We beat you to it here in NZ.
10T N54 kinugawa compressors in stock core and covers.
The car runs and is booked in for dyno January
I will after we have proven worth while dyno results with the car that has them fitted.So who's gonna offer these already done? and as a exchange to send ours back for the next person ? I would be in for that
I will once this car is up and going
I will after we have proven worth while dyno results with the car that has them fitted.
But you lads have to provide turbos that aren't toast on exchange..
Good thing I got 2 good spares I been hanging onto for this sort of thing.I will once this car is up and going
I will after we have proven worth while dyno results with the car that has them fitted.
But you lads have to provide turbos that aren't toast on exchange..
Keen to see how this car goes compared to ricks bmw upgrade. Looks to be around the same price. Maybe alittle More for the setup you have doneWe beat you to it here in NZ.
10T N54 kinugawa compressors in stock core and covers.
The car runs and is booked in for dyno January
We beat you to it here in NZ.
10T N54 kinugawa compressors in stock core and covers.
The car runs and is booked in for dyno January
@jungle I'd love to hear more about porting heads. Have you covered it in your project diary? I'm still a bit uncertain of how they flow.
So how did these go? Is the owner willing to post outcomes for us?We beat you to it here in NZ.
10T N54 kinugawa compressors in stock core and covers.
The car runs and is booked in for dyno January
So, now that I have successfully fitted my high flow turbos, here is a write up explaining what I did, what I learned, and what I would do differently next time.
Unfortunately THIS IS NOT A GUIDE, it is more of a list of things I did.
I purchased 2nd hand CHRAs from the BMW 335i twin turbo 3.0L engine on ebay from the USA.
The exhaust side of the turbine is a perfect match to our housing and V-Band fitting, so it requires absolutely no exhaust modification work, not even removal. This was the major drawcard for an easy upgrade.
This is how the CHRA’s arrive:
Unfortunately those damn oil and coolant fittings are press-fittings don’t match anything you can buy.
The interesting thing is that the BMW front and rear turbos have the coolant lines on a flipped sides for front and rear. So I was able to decide which way to face them.
Not only is the compressor wheel bigger, but the exhaust wheel has a different design. The blade faces are wider, and it has 1 fewer blades, which should let more exhaust through.
Next was to get these new CHRA’s mated to our housings.
This wasn’t as straight forward as it first seemed, while we still have plenty of ‘meat’ to machine to make these fit, it turns out BMW mate the CHRA to the compressor housing with an O-Ring, while Mitsubishi used a gasket…
Fortunately my turbo guy at Munro Racing Turbos is a genius and wouldn’t let this stop him, custom machining up a tiny slither of a centering ring to make them made up.. He also made up a custom oil adapter that pressed into the original hole, and let me use the original hard lines + banjos.
He also did a re-balance of the turbos.
For the coolant fittings, I asked him to just drill and tap the original holes, which were already 15mm diameter, to 3/8” BSPT, so that I could make up my own adapters for the original M12 Banjos. I couldn’t buy 3/8”bsp to M12 adapters anywhere, so I re-drilled a different adapter size and tapped it myself.
In the end these fit nicely and worked well, but originally, like an IDIOT, I used thread tape to seal the adapter... It leaked like a sieve, I had to pull them all back out and did it with thread sealant the 2nd time.
I then used a blowtorch, pipe bender, and brute force to bend the original hard lines to suit. I flared the ends then filed them off to create a ‘bead’. Fortunately they are steel and seemed to take it alright.
"Bolt on upgrades for the VR4 dont exis..."
I used head shield on the rear turbo lines because of how close to the rear exhaust manifold they go.
In the end, these could be fitted in 1 day with 2 people, I did it in 2.5 lazy days working solo. All you really need to do is unbolt the oil and coolant fittings, and undo the V-Band from around the exhaust housing.
Here is the result, more power thru the rev range, 10kW improvement at 3psi less peak boost. The turbos were not the limiting factor, we only held back for fear of head studs etc.
Please note, this is 200kW through the automatic box, which seems to lose 30-40kW compared to equivalent manuals.
Discussion:
All up, this upgrade came to about $800 including parts, machining, balancing, fittings, hose, clamps etc. (although because he had already quoted me before getting to learn about the job, the turbo guy said it would cost more to do the same next time lol, I got a bargain)
The other issue is the amount of stuffing around I had to do to figure out how to do this.
If I was to do it again, I wouldn’t do it this way. I would buy the BMW CHRAs, have them ripped apart, and slotted into our bearing housings with a rebuild. That way the original coolant lines etc would all match exactly with 0 custom work on my part.
THE SHAFTS ARE IDENTICAL, so anyone talking about high flows breaking shafts, BMW already considers these wheels matched and suitable.
If you wanted to do it with just a pure swap of the compressor wheel, using our original exhaust wheel and shaft, it would only take a small amount of machining to fit the wheel:
yeah was a balls up start to finish we ended up swapping turbos on that car 3 times. and I suspect its because they were not assebled correctly but what can you do about it. ran out of money to pursue it further.Aargghhh. No good. Feel for him. Oh well, nothing ventured, nothing gained!