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Old 05-25-2011, 01:15 AM   #76
Moore Performance
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Here you go.......enjoy. Next up, Evo 9 turbo with 84mm flow advanced comp cover!

http://forums.nasioc.com/forums/show....php?t=2186855
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Old 05-25-2011, 08:00 AM   #77
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Originally Posted by Moore Performance View Post
Here you go.......enjoy. Next up, Evo 9 turbo with 84mm flow advanced comp cover!

http://forums.nasioc.com/forums/show....php?t=2186855
That's pretty nice! Looks like the power really starts to fall off at 6k, seems really small for a 2.5. However it seems to spool very fast and power comes on quick

Is there any new information on your EVO Up-Pipe for JDM Twin Scroll Headers? You said a couple of weeks ago you had a prototype on a car for this.
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Old 05-25-2011, 05:11 PM   #78
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Not stock location whatsoever. keep the ads to your theads, more you keep overtaking real threads that want options to upgrade Stock flanged twinscrolls in the 1000-1500 range. And at 4000 for a entry-mid level turbo. Im not even sure why all the hype...the are other twinscroll rotated kits out there that come with ball bearing Garretts or a holset for less. Id go with a blouch over this any day because it uses the stock subaru twinscoll manifolds that are desinged to actually pulse the twinscroll fins as designed, not just a twinscoll turbo bolted up to some manifolds to fit that have no exhaust pulse pattern engineering done to them that defeats the whole purpose of a twinscroll turbo.
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Old 05-26-2011, 07:05 AM   #79
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Originally Posted by 02 Scoob-TN View Post
Not stock location whatsoever. keep the ads to your theads, more you keep overtaking real threads that want options to upgrade Stock flanged twinscrolls in the 1000-1500 range. And at 4000 for a entry-mid level turbo. Im not even sure why all the hype...the are other twinscroll rotated kits out there that come with ball bearing Garretts or a holset for less. Id go with a blouch over this any day because it uses the stock subaru twinscoll manifolds that are desinged to actually pulse the twinscroll fins as designed, not just a twinscoll turbo bolted up to some manifolds to fit that have no exhaust pulse pattern engineering done to them that defeats the whole purpose of a twinscroll turbo.

Here's why I posted in this thread, and if you would have taken two seconds to ask a few questions you'd understand what were doing.... Instead, you'd rather bash what we're doing instead of taking an opportunity to potentially provide some constructive criticism.

1) The header that is currently on my car, the one we ran on the dyno in my thread, is modeled after a jdm header......very closely in fact, while improving on the merges, smoothness of bends, etc. We even used factory connection points so that a factory jdm bracket could be used to mount the header/uppipe for use with vf36/37 style turbo including the Blouch turbo you mention above. Why? We did this because we felt there was a need for a US made, high quality SS header/uppipe that could be purchased for a reasonable price with backing in the US instead of Japan, or where ever the other headers are made like the GT Spec or Tomei option. We also designed the header this way b/c we like the design for people running the kidney oil pan and it also gives us an opportunity to build a high performance downpipe for people running the twin scroll vf series turbos. This is another part that is currently unavailable in the US. We created a high quality, ewg adapter to mate the evo turbo up to our new prototype header for this particular application.

2) The turbo's are not $4000.00.... Used evo turbos (unlike used vf series twin scroll turbos) can be purchased for under $500 and they can be rebuilt by Forced Performance or other shops dealing with these journal bearing turbos for very little. Most evo 8 turbos (similar to the one on my car) can be purchased for around $150.00. The kit can be purchased for under $4000 including a header, uppipe, downpipe, oil fee, oil drain, gaskets, water lines, air filter element, maf housing (if needed) etc, etc. Are you including those parts in your $1000-$1500 price listed above???

3) The hype.... We are trying to offer options for Subaru owners. No one is putting a gun to your head saying you have to buy our product, but what if you wanted more power than a vf36/37 could provide, but you didn't want a T4 flanged, BW S300 twin scroll turbo.... What do you buy? Nothing. There is a large gap in the market from the vf series turbos up to the larger TS units offered by other companies. I know there are other turbos out there for over $2000 that can be purchased over seas, and they cost a ton to rebuild (have you personally priced the rebuild cost for a ball bearing turbo??), and there is little US support........ We simply are trying to fill a gap in the TS market with over 30 turbo options that can be purchased and rebuilt right here in the US.

Thanks for the supporting the fact that the JDM header is so good, because we felt the same way, and I won't post another thing in this thread unless it is directly related to the stock location twin scroll header/uppipe, turbo, or our soon to be released downpipe. I hope I was able to shed some light on what were doing and why.

Last edited by Moore Performance; 05-26-2011 at 07:27 AM.
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Old 05-26-2011, 07:49 AM   #80
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Quote:
Originally Posted by Moore Performance View Post
Here's why I posted in this thread, and if you would have taken two seconds to ask a few questions you'd understand what were doing.... Instead, you'd rather bash what we're doing instead of taking an opportunity to potentially provide some constructive criticism.

1) The header that is currently on my car, the one we ran on the dyno in my thread, is modeled after a jdm header......very closely in fact, while improving on the merges, smoothness of bends, etc. We even used factory connection points so that a factory jdm bracket could be used to mount the header/uppipe for use with vf36/37 style turbo including the Blouch turbo you mention above. Why? We did this because we felt there was a need for a US made, high quality SS header/uppipe that could be purchased for a reasonable price with backing in the US instead of Japan, or where ever the other headers are made like the GT Spec or Tomei option. We also designed the header this way b/c we like the design for people running the kidney oil pan and it also gives us an opportunity to build a high performance downpipe for people running the twin scroll vf series turbos. This is another part that is currently unavailable in the US. We created a high quality, ewg adapter to mate the evo turbo up to our new prototype header for this particular application.
Moore,

So on the 1st point you made above, you are using Subaru JDM Twin Scroll Flanges between the Header you designed (model after the JDM Header) and the EVO Up-Pipe?

If true this will allow those that want to keep using their JDM Headers and use your Up-Pipe. Correct?

Also your work is top notch and the majority of us look forward to this development.
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Old 05-26-2011, 11:02 AM   #81
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Quote:
Originally Posted by kayen

Moore,

So on the 1st point you made above, you are using Subaru JDM Twin Scroll Flanges between the Header you designed (model after the JDM Header) and the EVO Up-Pipe?

If true this will allow those that want to keep using their JDM Headers and use your Up-Pipe. Correct?

Also your work is top notch and the majority of us look forward to this development.
Thank you for the compliments and that is correct. We had our own flanges created that use the same bolt pattern and orientation as the jdm ts flanges. We created an adapter that bolts to the top of the uppipe for my car to test the Evo turbos in a rotated position but we might create a swapable uppipe in the future. Were testing both.

We are only trying to offer more options to the Subaru community (which we love) in order to allow people more choices to build and create the specific car of their dreams. I'm glad there is some enthusiasm and we'll continue thinking outside the box and we'll provide more data as it happens.
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Old 05-26-2011, 12:19 PM   #82
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Quote:
Originally Posted by Moore Performance View Post
Thank you for the compliments and that is correct. We had our own flanges created that use the same bolt pattern and orientation as the jdm ts flanges. We created an adapter that bolts to the top of the uppipe for my car to test the Evo turbos in a rotated position but we might create a swapable uppipe in the future. Were testing both.

We are only trying to offer more options to the Subaru community (which we love) in order to allow people more choices to build and create the specific car of their dreams. I'm glad there is some enthusiasm and we'll continue thinking outside the box and we'll provide more data as it happens.
So this is the uppipe you were referring to that would be a cheaper option for those of us with JDM headers already.

Depending on my schedule and the cost, I wouldn't be opposed to testing this uppipe/evo turbo/dp on my EJ207 . If you wanted we could even do it on a loaner basis for testing, unless I love it and choose to buy it from you . I would document everything, vids/pics and prolly have Clark tune it as he is the master of the EJ207. This would also give a direct comparison with the SC46 as I'm awaiting that at the moment.
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Old 05-26-2011, 01:33 PM   #83
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Quote:
Originally Posted by Moore Performance View Post
Thank you for the compliments and that is correct. We had our own flanges created that use the same bolt pattern and orientation as the jdm ts flanges. We created an adapter that bolts to the top of the uppipe for my car to test the Evo turbos in a rotated position but we might create a swapable uppipe in the future. Were testing both.

We are only trying to offer more options to the Subaru community (which we love) in order to allow people more choices to build and create the specific car of their dreams. I'm glad there is some enthusiasm and we'll continue thinking outside the box and we'll provide more data as it happens.
Moore,

The adapter idea/solution seems like a really viable solution for those that are already use the JDM Twin Scroll Setup. I would have to assume this would greatly reduce cost of running an EVO turbo.

Also you said you were using Dual 38mm External Wastegates on this turbo setup. Where were they located exactly? i.e your own designed Up-Pipe or on the adapter Pipe (Subaru to EVO) Flange?

Anyways keep the information coming
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Old 05-27-2011, 07:21 AM   #84
Moore Performance
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Quote:
Originally Posted by kayen

Moore,

The adapter idea/solution seems like a really viable solution for those that are already use the JDM Twin Scroll Setup. I would have to assume this would greatly reduce cost of running an EVO turbo.

Also you said you were using Dual 38mm External Wastegates on this turbo setup. Where were they located exactly? i.e your own designed Up-Pipe or on the adapter Pipe (Subaru to EVO) Flange?

Anyways keep the information coming
I'll post a pic or two later today for you to look at and the ewg's are integrated into the adapter piece so no cutting or welding on your jdm uppipe. Just bolt it on and go.
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Old 05-27-2011, 08:33 AM   #85
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Quote:
Originally Posted by Moore Performance

I'll post a pic or two later today for you to look at and the ewg's are integrated into the adapter piece so no cutting or welding on your jdm uppipe. Just bolt it on and go.
Wow this sounds very cool Moore. I'm assuming you DP will also be needed to complete the setup? And will it work with factory location tmic?

Looking forward to results and pictures of adapter. If this adapter kit comes to fruition, I will be purchasing for sure. Great work as always Moore!!

Last edited by AspenScoob255; 05-27-2011 at 09:22 AM.
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Old 05-29-2011, 01:22 PM   #86
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subscribed . I want a sc46
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Old 05-29-2011, 02:25 PM   #87
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I agree that Moore's setup is cool but they are tending to hijack every twinscroll thread to promote their product. This is a stock location, stock flanged twinscroll thread, try to keep it as such.
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Old 05-29-2011, 02:40 PM   #88
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subscribed . I want a sc46
it's a tight fit...
number one, my custom SS lines for AVCS/head/turbo didn't work as the turbo is bigger, and I have to rotate the assembly towards the motor, and run AVCS line under the manifold, that didn't work nicely so I have to redo it
next, the turbo is hitting the hose coming out of the main block vent (see pic)



I wonder how quick it will melt a hole through it

and moreover, the compressor boost niple is sitting on TOP of the turbo which is hitting IC BIG TIME and thus not allowing it to seat nicely

I was expecting a perfect fit for such a $$ turbo

and no, I didn't put it on yet and don't know when I will because of this
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Old 05-31-2011, 07:59 PM   #89
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it's a tight fit...
number one, my custom SS lines for AVCS/head/turbo didn't work as the turbo is bigger, and I have to rotate the assembly towards the motor, and run AVCS line under the manifold, that didn't work nicely so I have to redo it
next, the turbo is hitting the hose coming out of the main block vent (see pic)



I wonder how quick it will melt a hole through it

and moreover, the compressor boost niple is sitting on TOP of the turbo which is hitting IC BIG TIME and thus not allowing it to seat nicely

I was expecting a perfect fit for such a $$ turbo

and no, I didn't put it on yet and don't know when I will because of this
Interesting. Stock TMIC? Hopefully you can figure it out, did you call Blouch?
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Old 06-01-2011, 01:48 AM   #90
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stock JDM STI IC
I didn't, what's the point now anyway
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Old 06-01-2011, 03:33 AM   #91
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Quote:
Originally Posted by Hyper
stock JDM STI IC
I didn't, what's the point now anyway
I would check with the guys on scoobynet. Which engine are you running? Just don't give up, I'm sure you'll figure it out.
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Old 06-01-2011, 02:56 PM   #92
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Originally Posted by Hyper View Post
stock JDM STI IC
I didn't, what's the point now anyway
Quote:
Originally Posted by LIQUIDSK8S View Post
I would check with the guys on scoobynet. Which engine are you running? Just don't give up, I'm sure you'll figure it out.
It's a bummer you are having issues mounting the turbo. However I was thinking the same thing, as perhaps Kev from ScoobyClinic can give you some insight on how it's suppose to mount as they have seem to have installed plenty of the SC46's.

Also I am kind of surprised there is no Info on either the SC38 or SC40 Twin Scroll Turbo's. Or as Blouch calls them a 18G-XT TS or 20G-XT TS. These turbo's should be sufficient upgrades over the stock VF36/37. The new 20G-XT has a 47lb/min compressor wheel and the SC46 is only a 49lb/min compressor wheel. The real big difference at this point would be the Ball Bearing Center Cartridge. I feel slightly tempted to almost want to try out the 20G-XT TS Variant.

Anybody else have more info on those two turbo's?
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Old 06-01-2011, 03:21 PM   #93
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Phil at Blouch recommended the 20gxtr for 350-360whp when I asked him his opinion on a turbo well suited to a 207. I may go that route simply to avoid down time with my car.
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Old 06-01-2011, 04:15 PM   #94
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Phil at Blouch recommended the 20gxtr for 350-360whp when I asked him his opinion on a turbo well suited to a 207. I may go that route simply to avoid down time with my car.
But isn't the 20G-XTR only in single scroll form? It's a ball bearing version and last time I had heard the only ball bearing twin scroll was the SC46 from Blouch. Also with that one you have to ship them a vf36/37.
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Old 06-01-2011, 05:19 PM   #95
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Let me find the PM but I think you're right it was just a 20gxt not xtr. My error. So journal bearing, twin scroll
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Old 06-01-2011, 05:24 PM   #96
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Let me find the PM but I think you're right it was just a 20gxt not xtr. My error. So journal bearing, twin scroll
Did Phil at Blouch mention to you what size Turbine and size of the Hotside as well fpr the 20G-XT TS?
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Old 06-01-2011, 05:56 PM   #97
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Quote:
Originally Posted by kayen

Did Phil at Blouch mention to you what size Turbine and size of the Hotside as well fpr the 20G-XT TS?
Quote:
Originally Posted by s42k1
I would reccomend a custom TD05h-20GXT with a slightly clipped turbine which should support around 460 crank HP, and will get you around 350-360WHP. If you need any more technical info you can give us a call and ask for Mike (general manager) he will be able to give you much more tech info.

Hope this helps,
Phil
That's what I have from him at this time, sorry it's a little incomplete in answering your question being that it supports 460 bhp I'd assume it's a 46 or 47lb/min turbine. Assuming it's also a 10cm hotside, as the smaller hotsides were already having creep issues, plus the dual wastegate flapper ports.

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Old 06-01-2011, 06:07 PM   #98
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That's what I have from him at this time, sorry it's a little incomplete in answering your question being that it supports 460 bhp I'd assume it's a 46 or 47lb/min turbine. Assuming it's also a 10cm hotside, as the smaller hotsides were already having creep issues, plus the dual wastegate flapper ports.
Hmm quite interesting. However you could almost think that the smaller hotside would be fine with the dual wastegate flapper and not worry about creep. Perhaps i should give Blouch a call and get some specifics on these journal bearing variants and perhaps pictures too.
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Old 06-01-2011, 06:13 PM   #99
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Yeah I am pretty set on this route, I don't need the biggest turbo I can find. Plus if I can keep my car on the road until it shows up I'll be happy
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Old 06-02-2011, 07:37 AM   #100
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Default Twin Scroll Internal Wastegate Turbo

Impressive listing of the choices out there. We are running a 2.0L JDM V7 motor (2002MY) with a VF42 turbo (internal wastegate.) Two wheel drive conversion car. Rear wheel torque at 21 psi on pump gas is 310 lb ft at 4000 rpm. Curve then trails to 240 lb ft at 7000 rpm redline. My tuner tells me that we need a larger turbo but I need to have one with exhaust inlet and outlets that exaxtly match the stock locations on the VF42.

Car is road race application so our primary goal is throttle response with mid range grunt. That actually trumps overall horsepower hence the smaller turbo selection so far and the twin scroll set up. If there is something larger out there that would not compromise rapid spool up, I am very interested. Thanks for any ideas that you might have.
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