Hey Guys,

I've been speaking to Mike at Diesel Plus about the lack of housings for the S366 91-79(80) and Im happy to announce something new.

Here is his reply:

“Although the two larger S300SX3 turbine wheels (76/68 and 80/74mm) are known for excellent high-flow characteristics, an issue that has arisen, is a limit to turbine flow on certain applications, due to a limited range of turbine housing A/R.

In response to this, several Borg Warner EFR/AirWerks Master Distributors have been working with BWTS to develop ‘prototype’ housings based on existing, larger A/R castings, that, machined properly, will allow a direct-fit for the smaller A/R housings currently offered.

Currently available on ‘box’ S300SX3 turbochargers are .88A/R single-scroll and .91A/R twin-scroll. These housings are aerodynamically identical; the difference in numerical value is an issue of the open vs. divided volute design, and is quite common. The decision to choose one or the other should rest ONLY on manifold design.

Also available as ‘optional’ housings (purchased individually) are .83, 1.00 and 1.10 A/R single-scroll, but currently, only for the 76/68mm turbine wheel. These housings have been available for most of 2011, and most EFR/AirWerks Master Distributors either have them in stock, or have access to them.

The ‘prototype’ housings in process are in 1.00 and 1.10 A/R, for the 80/74mm wheel. There is no current plan to offer the .83A/R twin-scroll for the 80/74mm wheel.

These housings will be identical in fit to ALL S300SX3 housings, with no modifications required to existing installations to allow direct replacement, and, obviously, will allow turbine flow increases of approximately 10 and 20% over the currently-available housings, respectively.

However, ‘prototype’ housings are exclusive to the EFR M/D’s who order and stock them, and will carry a significantly higher price point, due to the process involved in low-run production. This process will remain until such time as demand indicates that BWTS should put them into actual production, which does happen.

By supporting the forward-thinking EFR M/D’s, the end user is actually part of the decision-making process to bring such new items to market.”

To sum it up, BW is making the very first set of 1.00 and 1.10 housings for the s366 for diesel plus. *Please note that there are shops out there that cut the rear housing to make it a 1.00 for the s366. This will however be sold to other parties who deal put in a request in for it.

Also,

These will sell at the Racer Net level, at $355.17.


Please note I am not affiliated with DP, and am only informing the forum or any members who are looking at the s366 and the options that are now provided.

-Keith

 

I have a S363 with a divided 1.00a/r, I'm sure you can find something to fit. My rear housing is actually from a John Deere tractor(the name is moulded in the housing).

 

I think that people are to much caught on A/R numbers as ultimate flow is dictated by turbine wheel.
Just by comparing of BW units against most established Garretts:

Lets say S256 vs. GT3076
Compressors are comparable in terms of dimensions and flow. But where GT has 60mm turbine, BW has 70mm. Such difference is huge. I would bet that BW in smallest housing flows more than GT in biggest

Of cource its assumption without maps but such sheer difference in size speaks for itself

Another example would be GT35R vs. S360
Again compressors with similar dimensions and flow rates. GT 68mm turbine, BW 76mm.

In the end of the day we probably won´t know what is just enough since how many people really measure their turbine inlet pressure? And for that matter also post turbo pressure?
"Everyone" knows that anything under 1.0 A/R chokes rotary engines to death but turbo back exhaust creating xx psi backpressure is ok

 

BW generally have larger turbines and therefore flow more as he says so it's not apples to apples comparison across the board.

People need to look at the whole picture as he is saying and take into consideration the turbine wheel diameter.

Now a blanket statement like 1.00 chokes rotary is not necessarily true due to the same reason (not sure if your being sarcastic).

a P trim .84 is fine for rotary applications and most times will not die off (I have this with my 62-1 and did not notice any power loss moving from a 1.00 but did notice improved response) vs a GT35 wheel with .84 A/R that most definately will choke.

 

Well, I am
Problem is that most people won´t read what we said, neither will try to comprehend this subject.

In regards of wheel and turbine housing sizing, I recall some Crispeed´s posts about his race car. With T72 compressor on half bridgeported engine, he was using P-Trim wheel in housing smaller than 1.0 A/R(I don´t recall exact number) at over 650 HP level holding power all the way to 10k RPMs. P-Trim is smaller than turbine in S360... Of course fact that this is race car and post turbo pressure is atmospheric plays major role in turbine inlet pressure, as turbine has to maintain expansion ratio.
Exducer bore is probably main choke point

My point is that people aren´t considering turbocharged engine as one whole system. Hence my example with exhaust muffler pressure. Why pointing finger at turbine housing A/R when major improvements can be made in exhaust system - possibly with much greater magnitude of impact than some tinkering around A/R size...