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Old 08-10-2016, 11:44 PM   #26
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Here is a dyno result from one of the first STX 71 FA20 turbos tuned. It has been around for a while, so I'd be surprised if no one has seen it before. It was on pump gas + meth. I don't all of the bolt ons he had, but I think it had most things. Mikey Botti was the tuner. He said there was duty cycle left in the fuel system, so it would have made more power with ethanol.

Peak HP was 401 WHP.
Peak Torque was 380 ft*lbs

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Old 08-10-2016, 11:53 PM   #27
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Note: the first batch of turbos shipped with 1.2 bar of preload on the waste gate. We also included a 0.8 bar spring (green) in the box.

It turns out that while 1.2 bar is good for a ej25, 0.8 bar is best for a FA20. If your waste gate isn't opening, try decreasing the preload.
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Old 10-06-2016, 04:42 PM   #28
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Sorry there haven't been a ton of updates lately. We basically ship out all of the FA20 units as soon as we can make them, so it keeps us very busy.

Here is the important updates.

We believe in being frank and honest here at SteamSpeed, so here are the first issues that we have resolved for our customers. Some customers from the very first batch of FA20 turbos hit 2 issues. Note: all issues have been resolved. Known impacted customers have been repaired for free as needed.
1. The initial wastegate preload of 1.2 bar (red spring) made it hard for some tuners to tune the turbo. We also included the 0.8 bar (green spring) in the box so a customer could run a lower preload if they wanted, but many customers didn't realize what it was and didn't swap the springs. Resolution: we preload the turbo with 0.8 bar, and include the red spring in the box.
2. About 30% of the turbine housings from the first batch had an actuator arm defect that only shows up when the turbine housing was fully heated up. Normally it could cause the flapper to not close all of the way. It would look like an exhaust leak in the tuning session. In rare cases, the flapper would stick. Resolution: we updated the flapper arm design, and validated the fix on a gas bench at operating temps a few months ago. We repaired impacted customers turbos by essentially installing brand new turbine housings at our cost. The repaired turbos work perfectly. All new turbos have the revised actuator flapper arm. The fist batch had brown boxes, so any turbo in the new black and white boxes have the updated flapper arm and were not impacted by this defect FYI. If you have a first batch turbo, and your car seems to act like it has an exhaust leak, please contact us for a repair. We can validate the lots by the serial numbers.

This is what a STX 67 looks like on pump gas,
Green: stage 2 ~300 whp
Red: + STX 67 and a FMIC ~370 whp


Currently we have designed larger A/R turbine housings as well. We believe this will make it easier for the STX 71 FA20 model achieve 450+ whp power levels.

Relatedly, we also completed designs for the BB CHRA versions. That is currently gated on the machine shop however, so we won't provide an ETA on the availability of preorders on them.

-Sam
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Old 10-07-2016, 02:18 PM   #29
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thats good to know! thanks
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Old 10-18-2016, 12:20 AM   #30
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Awesome update. Liking the extended power band and appreciate the stage 2 comparison. Great to hear you guys are taking care of the production issues.
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Old 11-28-2016, 02:52 PM   #31
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Super awesome. Thanks for the transparency. It's interesting to learn that even medium and high-level tuners go through problems just like my backyard trial-and-error.
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Old 11-30-2016, 07:34 PM   #32
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ball bearing updates?
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Old 04-30-2017, 04:53 PM   #33
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how are these still working for everyone?
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Old 05-02-2017, 02:42 PM   #34
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http://www.subispeed.com/2015-subaru...x#.WQjSpcYpCUk

Confused. How does this fall in line with the rest of their products(67,67+,71)?
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Old 06-14-2017, 11:05 AM   #35
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Sorry for the long build time Steamspeed! But we should have numbers very shortly



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Old 08-01-2017, 04:36 AM   #36
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Default SteamSpeed FA20 JB vs BB

In case you don't read our blog or FB page, we've published some interesting information about what we have learned about our FA20 turbo.
Here is the first blog post in question posted May 14th relating to going to BB CHRA.

Here is the content of the post:

We’ve had customers constantly asking for this for at least a year. This post is going to make a lot of people happy ������.

If you have been waiting for our ball bearing version of our 2015+ WRX turbo. The wait is over. Introducing to the world, the SteamSpeed STX 71R BB turbo for FA20.











What you are seeing here is the ball bearing version of our STX 71 turbo in our FA20 compressor and turbine housings in the flesh..ur…metal.

The tricky thing about making this BB product was adapting the Garrett GT cartridge to work seamlessly with the other OEM parts like the oil sump. For these, we will be sourcing the CHRAs from Garrett Japan, but we replace the compressor wheel with one of our own design.

What is the benefit of JB vs BB? This is the question we get asked all of the time along with, is it worth the extra cost? We use the same compressor wheel for both BB and JB. We recommend BB:
– In the cases where the customer intends to be more aggressive with the turbo and therefore demand more out of the CHRA. The BB CHRA will be more durable.
– Where the transient boost is a factor
– Where there are problems with backpressure

We have now had 100s of turbos installed in FA20 over the past 9 months or so. A picture has begun to emerge of how to make power with the FA motors, and the limitations are starting to be well understood. On e85, our turbos can make well over 400 whp using the 67 wheel, and over 550 using the 71. These results are much higher than the STI versions of the same turbo. However, on pump gas, they often make less power than the STI versions. Why? The FA20 responds great to octane, and really suffers with low octane. The EJ25 is less impacted by octane.

The other big factor that hampers power with the FA20 is backpressure in the exhaust system pre turbine wheel. The OEM manifold is really restrictive. The twin scroll turbine housing also doesn’t flow as well as and as efficiently say a T3 housing. All of this results high backpressure, and in some cases very high pressure ratios in the turbine section. A good manifold will unlock power in the mid and top ranges with our turbo. Cams are also an option, but backpressure is a real problem for the turbo to be efficient. As you may know, if the turbo isn’t being efficient, it isn’t making the power it could.
This is where the BB CHRA can provide a real boon for FA20 owners. A BB CHRA can stay efficient even when there is a ton of back pressure. JB turbos stay efficient only nearer to the idea ranges of backpressure. Also, if there is a lot of backpressure, like with the FA20, the BB CHRA will be more durable and last longer than a JB CHRA.

For EJ25s, back pressure and octane is isn’t such a big deal as it is with the FA20. It isn’t hard for most tuners to make great power with either our JB or BB turbos for STI. We expect that our BB FA20 turbos will make it so that customers will be able to get better dyno results with less effort from the tuners because they are more efficient against sub-optimal conditions. We expect to see higher average numbers with the BB version, and require our customers to have less supporting mods to get there. Imagine what your WRX will be like with one of these guys installed.

What do you what to know about these guys? What are your initial thoughts?
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Old 08-01-2017, 04:40 AM   #37
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So a big part of the delay was getting the Garrett BB CHRA and turbine housing to work seamlessly with the OEM oil sump without modification. But this is how we fixed it.





Check out the custom studs we made for this turbo.



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Old 08-01-2017, 04:45 AM   #38
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We've tested the prototype. How did it work out? Basically exactly like we thought it would! The new CHRA design resolves the back pressure issue and makes about 12-18% more power everywhere under the curve.

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Old 08-01-2017, 04:52 AM   #39
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Follow up blog post:

Hey guys,

Sam here from SteamSpeed. We super happy to get back to you with the results of our SteamSpeed STX 71R ball bearing turbo for FA20 applications, ie. the 2015+ WRX. The basic specs are:
  • Stock frame meaning it just bolts up in place of the OEM turbo
  • Utilizes a Garrett GT ball bearing CHRA (center housing rotating assymbly) sourced from Garrett Japan
  • It is GTX2971R spec meaning the we make our own compressor wheel of that size, and reuse the Garrett GTX29 turbine wheel.

[STX 71R for FA20 Prototype Pre-Test Recap]
Several months ago, I wrote a longish article discussing challenges with the JB CHRA and how the new BB CHRA. It is a great read, and I highly recommend that you read it, but it lays out why we think the BB version of the 71 will be a superior turbo to our JB version. The next section outlines, the basic points.

[STX 71R for FA20 Performance Performance Hypothesis [Pre-Test]]
  • The OEM style twin scroll turbine housing is restrictive for turbos larger than the OEM unit and our STX 67 JB turbo.
  • This means for our big turbos, exhaust back pressure ratios can get well beyond 2:1 that is efficient for a JB CHRA.
  • If you are going 5:1 or 7:1 makes it hard to build power and it wears out the journal bearings and especially the thrust bearing.
  • Tuners that have a good strategy to manage this backpressure can make good power with the larger STX 67+ and 71 turbos, but if they didn’t, sometimes our customers would be disappointed.
  • The main point of that post was that a BB CHRA actually solves all of these problems:
  • The CHRA can stay efficient even if the pressure ratios are 5+:1
  • This means, it will be a lot easier for all tuners to build power with the BB version of our turbo.
  • The turbo will just make more power under the curve in general
  • The the thrust bearing is more durable, so the CHRA will stand up to more punishment.

[STX 71R for FA20 Test Results]
We set out to actually prove if the BB version of the STX 71 would perform as well as we had hypothesized, and solve the issues we had with the JB CHRA on the larger turbos. The short version is that yes, the SteamSpeed STX 71R BB Turbo for FA20 did exactly what we thought it would. It was a lot more efficient that the JB version of a similar size; therefore, it made more power everywhere. I suspect that tuners all over will be having an easier time getting results their customers want.

Here is the dyno result. 470 whp on E50 and 410 on 91 octane pump gas, and not measured on this chart, a ton more response everywhere. Note: this is at high altitude in Utah.


[Technical Notes From Jessie at FNP]
Jessie: “Hey, First let’s go over what we saw.

Sounds epic. Do yourself a favor a crack open the boost nipple when running. The ball bearing turbo sounds incredibly mean at idle. With a catless exhaust it should sound great out the tail pipe. Think diesel turbo, screaming at idle.

Response, Response, Response. This turbo is incredibly responsive compared to the previous version. Transitions in and out of boost are much quicker.

More linear boost curve via WGDC input. What do I mean? Check out this boost profile compared to WGDC on the old vs new turbo. The new unit is much MUCH more linear with interrupt cycle. This tells us the effects of back-pressure are far less of an issue with this upgraded unit. You can also see the old turbo have more “Creep” under the curve. The new unit doesn’t not do this. The compare for RPM isn’t valid, as the previous tests were done in 4th, the current in 3rd.

67+ JB WGDC


71R BB WGDC


Makes more boost in the upper RPM’s. This also is a direct causation from the upgraded cartridge. It seems to be able to operate at higher levels of back-pressure with ease.

Red JB vs Yellow BB


Less oscillation of MRP than the outgoing cartridge. Just one of those anecdotal observations, normally we see much greater fluctuations in boost on the FA20 with our incredibly fast sample rates. This unit fluctuated much less, the average was 18% realized lower fluctuations. This is a great indication of how much more air is being delivered.

Much more efficient flow from the turbo. Check out the new vs old charge air temps!









New unit held much better boost. From 1.9bar avg on the old unit at redline on 100% interrupt, to 2.3bar avg.

Output: Was increased by 12.35% over the older unit. This was also impressive as the turbo could have easily generated around 8% additional output, but the owner of the test vehicle was very specific to “Take it easy”. Based on the airflow averages and their changes, I’d say this observation is fairly precise.

Check out these airflow differences: Old Turbo 229 average max, New over 300! (it was 309 average when extrapolated up). That is an increase of 35%. Same intake, and injector scalings were used on both turbos. Compared to the stock turbo this is over 56% increase in flow!





Well, hope this helps you guys. I poured over all the data and these were the things that popped out at me.

Last edited by SteamSpeed.com; 08-02-2017 at 06:35 PM.
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Old 08-01-2017, 10:16 AM   #40
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Price and time that it will be available?
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Old 08-01-2017, 11:42 AM   #41
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were the air temp comparisons done under the same conditions? 44c to 25c is huge, that 71BB must not be having to work very hard at all. i bet the results would be incredible with a KB EWG header. finally looks like there's a really convincing bolt on option.
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Old 08-02-2017, 01:45 AM   #42
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Quote:
Originally Posted by Scoobman20 View Post
Price and time that it will be available?
It will be a few hundred more than the JB versions. We are already manufacturing them, so we should have them available in maybe 4 weeks? They should be available through our site or RallySport Direct.
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Old 08-02-2017, 01:47 AM   #43
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Quote:
Originally Posted by _brian_ View Post
were the air temp comparisons done under the same conditions? 44c to 25c is huge, that 71BB must not be having to work very hard at all. i bet the results would be incredible with a KB EWG header. finally looks like there's a really convincing bolt on option.
Yes, they were tested within days of each other. I think that the JB was out of its efficiency range. The BB CHRA had the same type of housing, but is much more efficient even with backpressure.
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Old 08-02-2017, 02:00 AM   #44
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Quote:
Originally Posted by _brian_ View Post
were the air temp comparisons done under the same conditions? 44c to 25c is huge, that 71BB must not be having to work very hard at all. i bet the results would be incredible with a KB EWG header. finally looks like there's a really convincing bolt on option.
Yes, we are super happy with the results for the 71R BB turbo. We think it has achieved what we have been looking for. Sorry it took so long. Some people have been able to make good power with the JB 71, but it has work very hard. As a result, some have had mixed results, or had to throw a lot of mods at it to get there.

As you say, the 71R doesn't have to work very hard to be able to put up 470 whp. The biggest thing for us is that we want as close to all of our customer getting great results with our bigger turbos without having to buy a bunch of new parts.. I think the 71R can deliver.

BTW, we also tested this car with the Killer B header and without it. I haven't slept a lot lately, and we have also been working hard on our Focus RS turbo, but I believe that the Killer B header made a big difference with the JB version, but the benefit was not very big with the BB CHRA when we tested it a few days later. So you could save your self like $1k and just use the BB version with the OEM manifold. It did help some even with the BB CHRA, so if money is no object, by all means spring for it! It does look super nice.

BTW, the JB 67 doesn't seem to be impacted by backpressure. It is still a straightforward cost-effective upgrade from the OEM turbo.
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Old 08-02-2017, 06:35 PM   #45
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Here is the dyno plot for the FA20 71R turbo.

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Old 08-25-2017, 09:55 AM   #46
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Finally got my official results in of the STX67 turbo. I now have 4,900 miles on the turbo currently, and so far so good. Overall I am pleased with this turbo. There is a slight difference in overall spool, but it's not as bad as I thought it would be. On the plus side, it makes up for itself in the higher RPM's which honestly, I would much rather have. It also feels extremely linear and smooth. Really love the new power band now. Currently as the car sits:

2015 WRX
MAP short block
MAP heads
STX67 turbo
MAP catless J-pipe
MAP 3" intake
MAP cat back
ETS front mount
Perrin manifold
Perrin BPV
TGV/EGR deletes

All runs were done on 93 octane:

Red line- stock turbo, Perrin manifold, MAP TMIC, CP, catless J-pipe, intake, cat back

Blue line- STX67, ETS front mount

Both runs were around 22-23 psi in the mid range, tapering to 18 by redline:



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