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Old 01-30-2013, 10:58 PM   #26
the suicidal eggroll
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Originally Posted by Uncle Scotty View Post
i believe it is a 100% total waste of time to buy a wrx with the thought of highly modding it

if you are wanting to make more power than the 6mt will take then you are modding the wrong platform...
Also true...
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Old 01-31-2013, 02:24 PM   #27
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Ok first off, I paid 24k for my brand new 11 hatch. I couldnt find an sti for less than 36k. Ive put into my car about 6k. There arent many sti's that would hang with my subaru for less. Thats 12 grand for some brakes and tranny. Those are the differences imo. You all have great points and ive looked into to them all before I bought my car. I know that if u wanna go fast your gonna pay to play. But the smarter buy off the decade was the wrx over the slower stock sti. Thanks for all the turbo suggestions. I am Going with the dom 3.0XTr. Ill let you all know how it goes with dyno proof .
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Old 02-02-2013, 01:43 AM   #28
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Hey OP, I am currently running a very identical setup to yours, only difference being a built motor/heads/trans:
Process West TMIC
ID1000's
Walbro 255
Full Exhaust/intake
Only main difference is currently I'm still internally gated.

I run the Dom 2.5xtr and maxed out the intercooler's capabilities at 332awhp at 18psi (keep in mind, I'm in Denver at 5280' above sea level). Regardless I think you may fall short of your 400 hp goals, and not due to the turbo, but the TMIC will hold you back. I found that out real quick on dyno day.

My .02? Don't go too big on the turbo if you IC can't support it otherwise you're pissing in the wind. If you want to stick with the Process West TMIC, just bump down to the Dom 2.5xtr. Faster spool, still pulls strong, and I run steady 12.5's at Bandimere (8000' above sea level). Plenty of power for a daily driven vehicle, IMHO.

Max S.
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Old 02-02-2013, 06:17 PM   #29
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Thanx max for your input. Yes I have the pw tmi. I will also be running meth and 22psi. And I'm at sea level. On my setup now I'm running under 12.5. So I cant speak for ur subi but mine is pretty potent. And to be honest with u if my top mount doesnt cut it ill switch to a front mount. Again until a awd dyno gets here in alaska I'm stuck to telling virtual dyno numbers.
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Old 02-02-2013, 07:39 PM   #30
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There are alot of people making 450+ AWHP on TMIC's (myself included). Optimal? No. Sustainable on a road course? Of course not. Good for <15 second blasts? Yes indeed.

As far as the original question goes I love my dom3xtr. I think it's one of the best choices for a stock location 2.4" inlet setup...but I only say that because I'm on E85. If I were stuck on 91-93 octane (no meth) I'd chose something with better spool. Something that pegs out at around 360-370 AWHP.
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Old 02-02-2013, 09:08 PM   #31
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Imho with the cost difference between the two being like 200 get the dom 3 then just run low boost so you can upgrade later to a front mount and push it harder.
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Old 02-02-2013, 10:56 PM   #32
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Imho with the cost difference between the two being like 200 get the dom 3 then just run low boost so you can upgrade later to a front mount and push it harder.
I think this is the smartest statement ive read all thread. Just cause I have the dom 3 surely doesnt mean I have to push it to the max.
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Old 02-02-2013, 11:08 PM   #33
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Thanx max for your input. Yes I have the pw tmi. I will also be running meth and 22psi. And I'm at sea level. On my setup now I'm running under 12.5. So I cant speak for ur subi but mine is pretty potent. And to be honest with u if my top mount doesnt cut it ill switch to a front mount. Again until a awd dyno gets here in alaska I'm stuck to telling virtual dyno numbers.
Makes me wonder how my car would run at sea level if you're already running under 12.5 Happy driving buddy.

Max S.
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Old 08-05-2013, 08:36 PM   #34
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im debating the 2.5xt or the 3.0 xt for my 08, i was wondering anyone who has it installed could tell me when they reach full boost with the 3.0?

thanks
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Old 08-06-2013, 05:05 PM   #35
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There are alot of people making 450+ AWHP on TMIC's (myself included). Optimal? No. Sustainable on a road course? Of course not. Good for <15 second blasts? Yes indeed.
Someone gets it. The front mount on my race car is only marginally bigger than a PW and it should have no problem sustaining 450whp on e85 with my EFR6758.

Speaking of which, IMO the EFR6758 would be the perfect turbo for a stock location 2.4" inlet car looking to make ~370hp on 93. If someone would come out with a god damn up/dp setup for it that doesnt cost almost as much as the turbo. Should make boost a like a 16g with better throttle response than anything else out there. Step up to the 7163 if you want more powah.
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Old 08-09-2013, 12:24 PM   #36
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Someone gets it. The front mount on my race car is only marginally bigger than a PW and it should have no problem sustaining 450whp on e85 with my EFR6758.

Speaking of which, IMO the EFR6758 would be the perfect turbo for a stock location 2.4" inlet car looking to make ~370hp on 93. If someone would come out with a god damn up/dp setup for it that doesnt cost almost as much as the turbo. Should make boost a like a 16g with better throttle response than anything else out there. Step up to the 7163 if you want more powah.
them borg warners are no joke
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Old 08-09-2013, 12:36 PM   #37
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them borg warners are no joke
This man speaks the truth.
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Old 08-09-2013, 07:55 PM   #38
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I'm not disagreeing as I have no experience with the efrs but do you have something to substantiate their badassness? I casually heck the proven power bragging section for results and haven't seen them perform any miracles.
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Old 08-09-2013, 08:20 PM   #39
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I'm not disagreeing as I have no experience with the efrs but do you have something to substantiate their badassness? I casually heck the proven power bragging section for results and haven't seen them perform any miracles.
With the displacement that our engines have (2.0L-2.5L) the Garrett turbos are more efficient at lower boost pressures, and I've been told from several builders that the turbine on the 3076 isn't matched as well to the compressor as you would think. It leads to some pretty heinous backpressure on the exhaust side making for a pretty big restriction, as well as lackluster performance.

BW turbos tend to have much larger and more free flowing exhaust sides and a different compressor wheel design. BW turbos also come alive at higher boost pressures for our cars where the Garrett turbos would be approaching their choke limits or losing efficiency. Somehow though voodoo magic, even though they're journal bearing (vs BB for Garrett) they spool similarly or even sometimes out-spool a similarly sized Garrett turbo.
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Old 08-09-2013, 11:05 PM   #40
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With the displacement that our engines have (2.0L-2.5L) the Garrett turbos are more efficient at lower boost pressures, and I've been told from several builders that the turbine on the 3076 isn't matched as well to the compressor as you would think. It leads to some pretty heinous backpressure on the exhaust side making for a pretty big restriction, as well as lackluster performance.

BW turbos tend to have much larger and more free flowing exhaust sides and a different compressor wheel design. BW turbos also come alive at higher boost pressures for our cars where the Garrett turbos would be approaching their choke limits or losing efficiency. Somehow though voodoo magic, even though they're journal bearing (vs BB for Garrett) they spool similarly or even sometimes out-spool a similarly sized Garrett turbo.
If we are talking Bw turbos and not the Efr line of them specifically I completely agree. Pretty badass, that extended tip business seems to widen the efficiency island quite nicely and I have also noticed their journal bearings seem to spool as fast as Garrett's bb center sections. I also agree Garrett stuff isn't great. They aren't particularly efficient. I have a blouch Dom 1.5 and am not impressed with the garret bearing design. Doesn't seem to respond like the precision turbos I have run on other platforms.
I was hoping you were going to link some sort of amazing Efr Dyno chart where a 65 lb/min turbo out spooled a vf 39. I had extremely high hopes for the efr line as the design seemed so promising but I have yet to see that design manifest itself in amazing performance.
Just to clarify I am not bad mouthing my Blouch as it does a pretty good job for being a stock location turbo.
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Old 08-12-2013, 12:51 PM   #41
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The trouble with EFRs on subarus currently is that, the ones we want to use are T2 flanged turbos but arent standard T2 fitment turbos so they need their own downpipe on a T2 rotated setup, or they need their own UP and DP for a stock location setup. Any decent shop could easily sell a UP/DP combo for EFRs and make money hand over fist. Currently full race is the only shop that sells that setup and its ~1200 + coating. So you're spending 1200 on a UP/DP then another 1500 on the turbo. No one in their right mind is going to drop that kind of money to only make 400hp on a subaru. But someone would probably drop 2100 to do it after seeing how much better the EFRs are than the other options in that power range.

I can show you what the 6758 did on a log manifold on a 1.8L I4 economy car engine that was designed in the late 80's that isnt a honda. This was 93 octane.



So thats and engine with a massive displacement and technology disadvantage. For comparison they spool 3071's inbetween 4k and 5k
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Old 08-12-2013, 06:16 PM   #42
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^^^^Wow! thats gotta be incredibly quick, whats your car weigh ?
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Old 08-12-2013, 06:20 PM   #43
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^^^^Wow! thats gotta be incredibly quick, whats your car weigh ?
Thats not mine personally. Unfortunately I'd grenade my trans with that kind of torque (I'm only making 240ftlbs). But mine weighs 2240 at race weight currently, I think the car that dyno is from is closer to around 2400lbs.
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Old 08-12-2013, 08:34 PM   #44
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The trouble with EFRs on subarus currently is that, the ones we want to use are T2 flanged turbos but arent standard T2 fitment turbos so they need their own downpipe on a T2 rotated setup, or they need their own UP and DP for a stock location setup. Any decent shop could easily sell a UP/DP combo for EFRs and make money hand over fist. Currently full race is the only shop that sells that setup and its ~1200 + coating. So you're spending 1200 on a UP/DP then another 1500 on the turbo. No one in their right mind is going to drop that kind of money to only make 400hp on a subaru. But someone would probably drop 2100 to do it after seeing how much better the EFRs are than the other options in that power range.

I can show you what the 6758 did on a log manifold on a 1.8L I4 economy car engine that was designed in the late 80's that isnt a honda. This was 93 octane.

So thats and engine with a massive displacement and technology disadvantage. For comparison they spool 3071's inbetween 4k and 5k
Well I am going to eat my words. That is the kind of graph I had expected to see with theses turbos but never did. Thank you for posting this! I am pretty amazed at that torque curve for a 1.8. Its flat at 300 ft lbs forever. Very impressed. I will have to do more research on these turbos then.
Just out of curiosity what's the cr of this motor and does it have variable valve timing?
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Old 08-12-2013, 08:35 PM   #45
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8.6:1, no VVT. My engine is almost exactly the same as his except is has VVT on the intake cam only.
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Old 08-12-2013, 09:08 PM   #46
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I know this thread is about the Dom3.0, but I wanted to add that I am running a Dom 1.5 xtr on my 11 WRX. I made 430whp/410wtq with 93 octane on a dynojet. I love the Dom1.5 as a DD, and pretty much all around turbo. It isn't too laggy, and pulls hard all the way to redline.

I have ALL the supporting mods, including a fully built motor. However, I did make 408whp with this turbo before I cracked a piston. If you're shooting for 400 whp on stock internals, be ready to rebuild it soon! Mine only lasted a couple weeks haha.

I'm on my phone right now, but I can post a dyno sheet soon.
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Old 08-12-2013, 09:28 PM   #47
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I know this thread is about the Dom3.0, but I wanted to add that I am running a Dom 1.5 xtr on my 11 WRX. I made 430whp/410wtq with 93 octane on a dynojet. I love the Dom1.5 as a DD, and pretty much all around turbo. It isn't too laggy, and pulls hard all the way to redline.

I have ALL the supporting mods, including a fully built motor. However, I did make 408whp with this turbo before I cracked a piston. If you're shooting for 400 whp on stock internals, be ready to rebuild it soon! Mine only lasted a couple weeks haha.

I'm on my phone right now, but I can post a dyno sheet soon.
Im considering this turbo as well.Post up the dyno plot please. What rpm do you hit full boost at ??
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Old 08-12-2013, 09:40 PM   #48
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The dyno sheet is labeled 2012 WRX, but it's a 2011 (same difference).
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Old 08-13-2013, 01:31 AM   #49
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8.6:1, no VVT. My engine is almost exactly the same as his except is has VVT on the intake cam only.
I assume we are talking nissan motors here?
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Old 08-13-2013, 01:52 AM   #50
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The dyno sheet is labeled 2012 WRX, but it's a 2011 (same difference).
Do you have a sheet from the old motor without cams? I'm interested to see what they did
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