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Old 12-29-2012, 07:59 PM   #251
theotherguy
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Or delete it...
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Old 12-29-2012, 10:21 PM   #252
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That would be my vote...just slows your warm up a minute or 2...
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Old 12-30-2012, 05:43 AM   #253
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What turbo can I use the 3 inch anti surge cover on? Like only a kinguawa turbo or what?
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Old 12-30-2012, 03:28 PM   #254
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The kinugawa cover should fit any other reputable turbo of the same sized wheel, 20g to 20g, 18g to 18g, etc.
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Old 12-31-2012, 05:49 AM   #255
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That means I wouldn't be able to use the blouch xtr turbosnwith the kinguawa cover because its a Garrett center cartridge I bet
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Old 01-01-2013, 05:54 PM   #256
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alright, I'm taking the jump and buying a new turbo. Can I get some help to make sure that I'm picking the "best" turbo for my '06 STI with 850cc, forged pistons, TGV deletes...yada yada yada

Will a 2.4" inlet turbo fit my perrin turbo inlet pipe? Or should I be looking at the turbos that specifically say "Subaru T518Z 2008 before"

Like seemingly everyone, I'm looking for a quick spool and around 350hp/350tq, should I just get a TD06H 20G, or should I be getting a TD06SL2 20G?

Should I buy an upgraded wastegate actuator? Do I buy this line kit?


What else? Help me pull the trigger on this!
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Old 01-01-2013, 11:36 PM   #257
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My TD06 SL2 made 363 whp, the 2.4" inlet is Subaru std size, unless ur Perrin is the 3" inlet you'll be fine . The Turbo comes w/ a braided SS line. Actuator prolly wouldn't hurt, not sure if it'd help tho
G/L
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Old 01-02-2013, 12:40 AM   #258
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so what is the difference between the 2.4 turbo and the "Subaru T518Z 2008 before"? And I don't need to purchase any new lines?
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Old 01-02-2013, 12:50 AM   #259
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You might also want to look at the Dom 1.5xtr. I have this turbo on my 2010 STi and the powerband is great. I made 370whp on E85 at 6300 ft for altitude. This turbo carries all the way to redline with power through every gear.
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Old 01-02-2013, 01:18 AM   #260
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Quote:
Originally Posted by Kirby10 View Post
You might also want to look at the Dom 1.5xtr. I have this turbo on my 2010 STi and the powerband is great. I made 370whp on E85 at 6300 ft for altitude. This turbo carries all the way to redline with power through every gear.
build on a budget, the dom1.5xtr is almost twice as much
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Old 01-02-2013, 02:15 AM   #261
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Quote:
Originally Posted by V8 GTFO Lesbic WGN View Post
There is pictures of the Kinugawa aka MadDad aka Tomei aka AgencyPower aka GTSpec ELH with uppipe on #168.

I am in the process of finalizing the install Kinugawa ELH & Kinugawa TD06SL2 8cm2 20G, problem is the Foz Oil Cooler is hitting the ELH, too tall, I have to get a WRX/STi cooler to avoid interference.
TS as in twin scroll, not ELH, like the great photos you posted in 207!
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Old 01-02-2013, 05:23 AM   #262
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Just to check how different would a dom 1.5xtr compare to a kinugawa td06sl2 20g in 10cm. I understand the latter can be upgraded to a billet wheel, but im debating if i should pay extra for the ball bearing
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Old 01-02-2013, 08:56 AM   #263
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Here's their power chart thing...



I would imagine crank horsepower.
100 PS equals roughly 98.63 horsepower.
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Old 01-02-2013, 10:53 AM   #264
V8 GTFO Lesbic WGN
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^good find.

Last edited by V8 GTFO Lesbic WGN; 01-02-2013 at 02:13 PM.
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Old 01-02-2013, 11:04 AM   #265
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A TD05H 16G is shown as being good for 345 HP.
A TD05H 18G is shown as good for 362 HP.

Most people with a 2.0 (Ej205) with a TD05- EVO III 16g in an 8 sq cm, got close to 290-300 WHP, in an 8 sq cm, which makes it good for 370-380 CHP, on 93 fuel.

So I am thinking to add 25 to the CHP number, as a correction factor.

The TD06SL2 would then take the 16G to 391 CHP and the 18g to 400 CHP, with an EJ205 on 93.
The EJ207 twinscroll took my 16G from 299 to 325 WHP.
I consider that to be from 380 to 405 CHP.

So a TD06SL2 would do 422 CHP or 338 WHP with my compressor.

For my car, the SL2 is good for +13 WHP over the TD05H

Now, to try to figure the difference between a SL2 and a STS.

Edit: I looked some more and the STS is only a different technology applied to the same diameter inducer and exducer turbine. Therefore they have STS TD05H and STS TD06 SL2, so now i feel it's obvious that the power levels are the same as with the classic TD05H and TD06SL2 turbine, which is what I was estimating below.

Look in the EJ207 thread for post 4752, I can't post a link from work.
There, there is a graph for a GTX STS 16G.

To me, the GTX is in line any billet wheel, it takes a 16G into a 18G+ (blouch 16g=39lb/min, 18g=40lb/min, 20g=44lb/min, 16gXT=41lb/min). You can almost consider this as a 20G classic compressor wheel, for the purpose of comparing something close to apples to apples, let's go with 18G.

The guy had a problem with the actuator, has an initial graph both on E85 and on 93, then a final graph on E85 only. If you extrapolate the gains on E85 to 93, you get, for 93:

350 WHP and 364 FtLb, for an EJ207 on 93.

From the graph above, the difference between a 16G and a 18G in a SL2 is 12 CHP, this would be close to 10 WHP.

So, by adding to my estimation above of 338 WHP for a TD06 SL2 16G 10 WHP, a TD06 SL2 18G would be approximatively 348 WHP.

So, the difference between a STS and an SL2 could be estimated as:

SL2 is making the same WHP.
The STS is most likely spooling faster by couple hundred RPM.

The boost levels I am figuring are in the 21-22 PSI.

This is what I think we may see.

Last edited by Vlad; 01-02-2013 at 02:27 PM.
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Old 01-02-2013, 01:39 PM   #266
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A 25g is larger than a 60-1? I'm all sorts of confused now.
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Old 01-02-2013, 01:46 PM   #267
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25G compressor wheel = 60.2mm/ 78mm(Ind/exd)
60-1 compressor wheel = 59.5mm/ 76mm(Ind/exd)

Not by much, but the 25G is slightly bigger.
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Old 01-03-2013, 04:17 AM   #268
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would it be possible to compare the kinugawa turbos to something more familiar like blouch sizes?

I take it the td06sl2 20g is comparable to a blouch 20gxt while the td06h 20g is more similar to a green/ blouch 2.5?
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Old 01-03-2013, 11:03 AM   #269
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Quote:
Originally Posted by mcganz121 View Post
would it be possible to compare the kinugawa turbos to something more familiar like blouch sizes?

I take it the td06sl2 20g is comparable to a blouch 20gxt while the td06h 20g is more similar to a green/ blouch 2.5?
Blouch XT family of turbos have a billet compressor wheel.

Blouch 20g sizes are technically Mitsubishi, since the TD0xxx family is a Mitsubishi developed turbo.

All "20G" compressor wheels are:
Inducer: 52.56mm
Exducer: 68.01mm

Its the turbine wheels where everything gets confusing as hell.

TD05H. 12 blade 55.8mm/49.1mm

TD06SL2/ 11 blade 61mm/54mm
Green

TD06H 12 blade 67.2mm/58.8mm

TD06H 11 blade 67.2mm/58.8mm

TD06 12 blade 64.3mm/55.92mm


I don't have any exact specs for the Blouch20GXT other then what they put up on their site.

BPT 20gxt/R 56.5mm turbine wheel

Some sites list them as a TD06H but with a turbine wheel that is 56.5mm it is much closer to a standard TD06.

Hopefully that helped a little bit

~Evil

Last edited by EvileyeZ88; 01-03-2013 at 11:28 AM.
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Old 01-03-2013, 11:24 AM   #270
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Quote:
Originally Posted by mcganz121 View Post
would it be possible to compare the kinugawa turbos to something more familiar like blouch sizes?

I take it the td06sl2 20g is comparable to a blouch 20gxt while the td06h 20g is more similar to a green/ blouch 2.5?
Anything from Blouch with "XT" nomenclature indicates billet compressor wheel. All of the XT's are Mitsu based and the XTR ball bearing units are Garret GTXXR cartridges.

So, If comparing Blouch to Kinugawa on a power potential front then you'd need to consider that the standard Kinugawa is not billet compressor equipped.

Basically, with the Kinugawa turbos you can select your compressor wheel according to your power goals, then use the turbine options to select spool/powerband.

So if you wanted a Kinugawa version of a Blouch 20gXT I believe you'd want a TD06H 20G with a billet compressor upgrade. I also have found nothing but conflicting info regarding the true turbine used in the Blouch 20gXT so take that with a grain of salt if you will.
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Old 01-04-2013, 04:12 AM   #271
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Thanks for the help... I have a pretty good understanding of spool/power for the majority of the turbo brands; however, the kinugawa line tends to confuse me.
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Old 01-06-2013, 10:44 PM   #272
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Other than price, does anyone know the difference between these two turbos?

http://shopping.kinugawaturbo.com/ki...2-1-1-2-4.aspx
http://shopping.kinugawaturbo.com/ki...1-1-1-1-1.aspx

I sent Kinugawa an email regarding the difference and haven't gotten a response from them yet. I was wondering if anyone has used any of these turbos before. I'm really on the fence on this brand because of the price. I also asked if I could get a billet compressor wheel, but we'll see if they respond.
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Old 01-06-2013, 11:00 PM   #273
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The difference is in the compressor covers.
The first link is for a Red/Green older style standard 20g compressor housing.
The second link is for a GReddy T518Z style compressor cover which is a bit more compact.

Compressor covers aside, they are identical.



Also, I've noticed that the Kinugawa website has now been updated with billet options in the drop down menus and the Kamak STS turbos have been added in a new section. I really wish the price on those was a little less optimistic, at that price I'd be buying a Blouch XTR series.




I've been dealing with an intermittent rear o2 issue that has been throwing the ECU into 13.5:1 AFR closed loop cruise. I'm hoping to get a new sensor installed tomorrow and get back with the tuner by the weekend.

Last edited by ericz; 01-06-2013 at 11:12 PM.
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Old 01-07-2013, 12:08 AM   #274
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Quote:
Originally Posted by ericz View Post
The difference is in the compressor covers.
The first link is for a Red/Green older style standard 20g compressor housing.
The second link is for a GReddy T518Z style compressor cover which is a bit more compact.

Compressor covers aside, they are identical.

Also, I've noticed that the Kinugawa website has now been updated with billet options in the drop down menus and the Kamak STS turbos have been added in a new section. I really wish the price on those was a little less optimistic, at that price I'd be buying a Blouch XTR series.

I've been dealing with an intermittent rear o2 issue that has been throwing the ECU into 13.5:1 AFR closed loop cruise. I'm hoping to get a new sensor installed tomorrow and get back with the tuner by the weekend.

Are there any advantages/disadvantages between the two compressor housings? I checked the Kinugawa website and I wasn't able to find drop down menus for the billet option. Hopefully I can get a Kinugawa TD06H-20G with a billet wheel and maybe billet actuator. I was looking into the Blouch 20G XT or Dom 1.5 XTR, but the price is holding me back.


Edit: I just received an email from Kinugawa this morning (1/7/2013). You now can upgrade to a billet compressor wheel for the TD06H-20G. Now I might get this turbo.

Last edited by Jelphree; 01-07-2013 at 02:54 PM.
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Old 01-07-2013, 02:22 PM   #275
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I have to start car and break motor in and hopefully numbers will be decent.

HOWEVER:

1. I had to modify the compressor housing inlet by cuting a piece out of it to fit past TGV's even with deletes. The inlet length should be cut to half that length in order to be a perfect fit.

2. All braided lines are no go what so ever on my EJ257, no room for them to work, had to use old FP green lines. I even used the Old return for their return spout is too long and was interfering with all brackets. All old lines including oil lines fit fine and like I said just the compressor housing had to be modified on mine to sneak past the TGV's.

Hopefully this turbo works out well. I would love to see them shorten up the inlet housing so it's truly a drop in turbo.

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