After doing countless hours of reading posts and the like, I think I have decided on a Borg Warner turbo. I'm thinking either the s362 or s366. I found a s366 brand new online for $1,050 and has the extended tip. It has a divided T4 flange .91 a/r.

I'll be running a street ported 13BT. Manifold is made by Neukin.com and has a TiAL 60MM wastegate. At this point, I'm undecided about the intercooler, fuel setup, and the ECU. (I know, it's kinda important, just not sure yet!)

The car will be mostly street driven and occasionally taken to the track
I'm shooting for 400 - 450 whp.



Basically I just wanted to know is this turbo a good deal for what I'm trying to achieve?

Thanks!

 

It will be more than enough for your goals...

 

No need to run a 60mm gate, no need to spend over $1k on a non BB unit for 400-450whp car. Not saying the turbo isn't a good choice, or not capable, just saying you could save money on those two items and still have a very capable, easily meet your goals, setup. Of course if your really wanting those items then the cost isn't important

~S~

 

That turbo will work just fine for what you want.

 

the compressor size is fine.

i suggest you focus on the turbine.

using the T3 hotside, your wheel options are Stage 3 or Stage 5. (Stage 3 is too small and has a poor blade configuration.)

Stage 3 is 2.229 X 2.559 or 4.522 sq inches aver area
Stage 5 is 2.438 X 2.798 or 5.408 sq inches.

the compressor is 6.291 sq inches so a Stage 3 would be 72% of the compressor and a Stage 5 would be 86%.

you need as close to 1 to 1 on the rotary as you can get or you end up w too much EMP and EGT.

Sean/A-Spec recognises this w his journal bearing GT35 variant the GT3574. it swings a larger turbine wheel...

compressor is 6.386 and turbine is 5.89 for a 92% ratio. makes for a cooler happier motor.
the turbo you picked will work fine as other posters have noted. i prefer a bigger hotside.

howard

 

I actually bought a manifold that came with it. I don't really think I'm going to use it.. I'm hoping to trade it for a smaller TiAL and some cash.

 

I hear what you're saying. While I REALLY want the BW, I'm thinking that maybe for now I just go with something cheaper and later down the road upgrade... If I can find a deal that I can't pass up, I'm going for it...
I've got about 8 weeks to find one so who knows.. I change my mind on parts a lot.

 

I've been doing some shopping and I found an s366 with a .85 ar. Is this too small? I know most people will say no lower than 1.0 ar but im just checking up and doing some fact checking.

 

Not trying to thread jack i just have a question. Whats the difference in the s366and the s366XL.

 

Not sure. Google may have an answer.

 

Hey Howard, so with this 1 to 1 ratio that we are trying to achieve, what is the
Ratio I need to be looking for if I purchase a Borg warner s475, t6
Flange turbo? So I need to find a matching exhaust wheel closest to the 74mm
Compressor wheel if I get what you're saying, correct?

 

Hey Howard, so with this 1 to 1 ratio that we are trying to achieve, what is the
Ratio I need to be looking for if I purchase a Borg warner s475, t6
Flange turbo? So I need to find a matching exhaust wheel closest to the 74mm
Compressor wheel if I get what you're saying, correct?

 

s362 t4(mine has a .81 a/r extended tip) is a awesome turbo. 475rwhp@17psi on 93 pump and meth on a mild tune(11.1-11.2 Afr's). Engine has a street port and all supporting mods on apexi PFC. I expect close 550rwhp on race gas and switching to AEM since the turbo really starts goin past 20psi and Ray at PFS(he built and tuned it all) said that should be no issue. But with the power i have i am at a 10.63 and very reilable with a/c and all.

 

can you use a Garrett T3 turbine wheel on a BW rotating assembly? I thought Borg Warner didn't use Garrett patterned turbine wheels.

 

The XL was designed for class racing, but its not around anymore. I think its something Bullseye came up with, it just has a smaller compressor.


Ratio of compressor wheel to turbine wheel size. A rotary will flow well, so you want a large turbine in relation to the compressor size. The idea works fairly well on older turbos, but with newer technology its not always accurate.

BW and Garrett have different designs, but you can mate certain parts together.

 

Is your engine doweled? I'm debating getting it done with the rebuild but idk if I want to spend the money if I dont need it.

 

Nope, i thought about it but not looking for much more than 550rwhp on this build and Ray said it was not needed. Heard around 600rwhp is where dowling becomes an issue but even then some people do some people dont. It was one of those new engines from malloy and had Ray tear it down, port it, balance it, and atkins cryod apex seals. Mine is mainly street driven and go to quite a few events and drive there and back. Goal was to have a/c, go 10's, and drive there and back. I also have a 13brew and with the 13bt think power might be a little different.

 

OK that makes a bit more sense then. I read the 13bt can hold 450 (I think) and the RE can do quite a bit more. My goal is 450whp, but if it means I could potentially **** up my engine, then I guess I'll set my goals a bit lower.