DBV2 Twin Scroll Bottom Mount

gixercho

Specialist
Mar 3, 2018
54
42
0
Ride
E92 335i Custom ST
Yes Payam, you are right about that. The stupid thing is that if you want divided PTE or BW you have to go T4, but if you want Garrett, best divided housings for them are T3. I still cant find good looking, with normal ports T4 divided housings for Garrett turbos.
 
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foe516

Specialist
Nov 5, 2016
80
15
0
11730
Thay are much more reliable and higher quality then PTE
I've been looking at your kit for sale. Currently have a vendors stage 2 sitting in a box since February. Debating on installing since I have twins on the way and nred to buy a house soon and know I won't have time soon to reinstall blown turbos if they blow. I also track a lot and I am nervous.
 
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John@DBV2

Sergeant
Jan 23, 2017
319
201
0
I've been looking at your kit for sale. Currently have a vendors stage 2 sitting in a box since February. Debating on installing since I have twins on the way and nred to buy a house soon and know I won't have time soon to reinstall blown turbos if they blow. I also track a lot and I am nervous.

Feel free to email me [email protected] or call me tonight and we can discuss any concerns or questions you might have regarding the turbos or the single kit
 

Bigdaddyaaron

Corporal
Nov 5, 2016
145
110
0
USA
No matter what bulls..ts most people talking about, this turbo kit is not capable for 500... its capable even for more then 800whp with the right size turbo and fuel. Just because the guy dont have acces to e85 or meth and dont have fueling supporting mods for this, doesnt mean that if somebody have them will not make 700 or 800 or even more with the T3 flange with that kit. Educate yourselves before make statements that may be T3 will make only 500 or may be little more, It will make 500 even with stupid small gtx2871 gen2. If you read some will see that T3 twin scroll have almost triple port area then Pure stage 2 turbo for N55 engine and can produce around 550 no problem, so T3 flange is no restriction for much more power. I can continue talk about this, but have no time right now.

If you're talking about me, my comment was to make safe power. going to the jagged edge of 93 octane's detonation resistance ceiling leaves considerably less room for error. if you happen to get bad gas one day..boom kiss your pistons/rings goodbye.


the limiting factor for single turbo cars on pump gas is not the pump gas persay, Its the HPFP. Of course, we all know know you will need a LPFP upgrade of some sort, but the HPFP just runs out of flow

From my understanding, every car/n54 HPFP is different where they run out of flow depending on the age/health of the hpfp. The Direct Injection itself can flovide plenty flow, its just the hpfp. This is why the shotgun was invented, so people can have more fuel for more HP then what the stock HPFP can flow.

From my research I've seen cars run out of fuel from the HPFP anywhere from 520WHP to 600WHP on singles. Ever car seems to be different in this aspect. Also, Good old 93 octane has plenty enough octane to make 550-600whp, especially with the turbo sized appropriately.

When I was FBO on a custom 93 octane only tune, I was targeting about 19-19.5 PSI safety in the winter months. Depending on the rest of the set up and how efficient the whole build is (good flowing manifold, good FMIC, catless exhaust, IC piping, etc) I would think 93 octane can safety provide enough octane to run 19-21PSI provided the HPFP can keep up.

Here is an old thread of a 6466 (Gen 1 I believe) Making 600WHP on just 91 octane back in 2013 on 21PSI, granted it was a fairly aggressive tune, but still. Here in 2018, with all the advancements to the platform and bolt ons getting getter, I think a properly set up car on 93 octane on a 6466 could make 600whp at even less than 21PSI making it do-able for sure, if your HPFP is in good health. if not, then all bets are off I guess
http://www.e90post.com/forums/showthread.php?t=829687
showthread.php
600whp out of a 10.2:1 inline six on 91 octane.. that sounds safe to you??
The limit for upgraded turbos/single turbo is indeed octane. you can spray 93oct through pi and the benefits coming from the increased amount of fuel will be negligible, if anything, there is more pre-detonation protection due to cooler charge air thanks to the pi- but not due to more fuel. Now if you added a ported head with Cams, then yeah there'd be some more safe power to be had on 93oct.

please keep in mind that i'm not bashing, just discussing. OP said he wanted DD safety, and that's where i'm coming from. but 550+ on 93oct in a daily driver with a wide powerband is just asking for trouble!


~ EDIT ~
This is verbatim what Shiv (the tuner of that600whp 91oct run) said in that very forum; although his thinking is still pretty wishful and overestimate-tive:

"There is plenty more power to be hand on 91oct but raising the rev limiter or running more boost. But the nature of low octane/high power tuning is just knowing when to stop. Hopefully before it's too late. I always said that there is no glory in making big pump gas numbers as they typically reflect a tuner who doesn't quite understand the risk/reward scenario or the fact that engines can see much more stress on the road than they do on a dyno. So tuning on the dyno for max power (when octane is limited) is just stupid.

Even this 600+whp result is something that I'm not entirely comfortable with. Sure it can do this on a steady state 4th gear WOT pull on a cool evening. But environment conditions (and fuel quality) can vary day to day, month to month, etc,. This is the reason I would still recommend running 19psi on 91oct. This would bring power down to 580-ish WHP but give you a nice margin of safety against knock. I know it's not as glorious but neither is trying to make a point that isn't worth making.

In the world of tuning, you don't get something for nothing. Their are always risks involved with making more power. The job of the tuner is to minimize them by running race gas, methanol, etc,. Fortunately, using these methods you can make far more power with far less risk. But on the internet, not everyone will think like a tuner. And they don't need to because they don't face the consequences of poor judgement. So they just want to see big numbers. Well here you go... Lol

shiv"
 
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dyezak

Major
May 4, 2017
1,768
1,518
0
Plano TX
Ride
335is
If you're talking about me, my comment was to make safe power. going to the jagged edge of 93 octane's detonation resistance ceiling leaves considerably less room for error. if you happen to get bad gas one day..boom kiss your pistons/rings goodbye.



600whp out of a 10.2:1 inline six on 91 octane.. that sounds safe to you??
The limit for upgraded turbos/single turbo is indeed octane. you can spray 93oct through pi and the benefits come from the increased amount of fuel will be negligible, if anything, there is more pre-detonation protection due to cooler charge air thanks to the pi- but not due to more fuel. Now if you added a ported head with Cams, then yeah there'd be some more safe power to be had on 93oct.

please keep in mind that i'm not bashing, just discussing. OP said he wanted DD safety, and that's where i'm coming from. but 550+ on 93oct in a daily driver with a wide powerband is just asking for trouble!


Edit: This is verbatim what Shiv (the tuner of that600whp 91oct run) said in that very forum; although his thinking is still pretty wishful and overestimate-tive:

"There is plenty more power to be hand on 91oct but raising the rev limiter or running more boost. But the nature of low octane/high power tuning is just knowing when to stop. Hopefully before it's too late. I always said that there is no glory in making big pump gas numbers as they typically reflect a tuner who doesn't quite understand the risk/reward scenario or the fact that engines can see much more stress on the road than they do on a dyno. So tuning on the dyno for max power (when octane is limited) is just stupid.

Even this 600+whp result is something that I'm not entirely comfortable with. Sure it can do this on a steady state 4th gear WOT pull on a cool evening. But environment conditions (and fuel quality) can vary day to day, month to month, etc,. This is the reason I would still recommend running 19psi on 91oct. This would bring power down to 580-ish WHP but give you a nice margin of safety against knock. I know it's not as glorious but neither is trying to make a point that isn't worth making.

In the world of tuning, you don't get something for nothing. Their are always risks involved with making more power. The job of the tuner is to minimize them by running race gas, methanol, etc,. Fortunately, using these methods you can make far more power with far less risk. But on the internet, not everyone will think like a tuner. And they don't need to because they don't face the consequences of poor judgement. So they just want to see big numbers. Well here you go... Lol

shiv"

EDIT: mixed my threads up but the following statement remains :EDIT

Shiv's gone for a reason. Leave his ghost alone.
 

berns

Corporal
Jan 15, 2018
175
266
0
Ride
'09 135i
I'm hopeful this kit will meet a few of my goals:

1) keeping heat and weight low.
2) good spool / transient response, broad powerband and power that holds to redline.
3) can withstand 20-minute sessions on a racetrack and hard time attack driving.
4) affordable.

One thing I haven't seen from any manufacturers is the weight difference between a single kit and factory twins. Would be really curious about that.

Running events with GTA and Bimmer Challenge all year until the stock turbos die, though they've been holding up great for now. 500-550whp is all I'll ever want on the track.
 
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08_335i

Sergeant
Nov 3, 2016
371
215
0
31
Ride
2008 ST 335i
I'm hopeful this kit will meet a few of my goals:

1) keeping heat and weight low.
2) good spool / transient response, broad powerband and power that holds to redline.
3) can withstand 20-minute sessions on a racetrack and hard time attack driving.
4) affordable.

One thing I haven't seen from any manufacturers is the weight difference between a single kit and factory twins. Would be really curious about that.

Running events with GTA and Bimmer Challenge all year until the stock turbos die, though they've been holding up great for now. 500-550whp is all I'll ever want on the track.
I made 500rwhp on 18-19psi with my old gen 1 5862, and spool was amazing. They now have gen 2 5862's that i'm sure are even more amazing for the size.
 
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John@DBV2

Sergeant
Jan 23, 2017
319
201
0
Yeah if all you will ever want is 500-550 you could even step the turbo size down. Would only improve spool time and response. We can sort any Garrett style turbo out and do any configuration you want in that turbo too. Could even make a Frankenstein of turbos! Lol as long as there’s room in the housings and the CNC can do it, and you have money in your pocket Haha
 

ShocknAwe

Captain
Jan 24, 2018
1,472
1
729
0
Charleston, SC
Ride
N54/3 1er ///Mutt
what would be the ideal Garrett turbo config for linear power at the 500-600 whp level? How much headroom should be left available?
 

berns

Corporal
Jan 15, 2018
175
266
0
Ride
'09 135i
what would be the ideal Garrett turbo config for linear power at the 500-600 whp level? How much headroom should be left available?

I’d say a 3076R II would be killer on the N54. Otherwise if you want some more headroom, the 3576R II looks interesting too, but it’s probably overkill.
 

John@DBV2

Sergeant
Jan 23, 2017
319
201
0
I’d personally go for a larger turbo than a 3076, it’s actually rather small. Would spool very fast but headroom would be limited. We can make any Garrett option so it’s not unlikely to make one for you.