[QUOTE=dsddcd,Oct 1 2010, 02:56 PM]Hold for just a minute, you are going to need a 90deg fitting.

 

I think proper heat shielding with any kit is paramount. Even the ptuning kit will have issues with the turbo sitting low and close to the motor mounts. Sarek had heat issues with the full race kit and melting motor mounts until he had everything shielded.

So far I have had no issues with melting filters, oil cooler lines etc. Yes I think the kit probably needs to be braced.

 

I need one of these ASAP. Like, yesterday

 

Fernando has them and you are local...well somewhat

 

I would still not recomend aluminum, you might look into your steel options.

 

What other options? Whats wrong with aluminum?

 

Got back on the dyno tonight and had some good results made a large amount more midrange torque on pump gas.

It was an eventful night, I got on House Of Boosts (www.houseofboost.com) dyno about 7:00PM and their tuner worked with me a bit to get familiar with the dyno. I was amazed at how willing they were to help and work with me through the process, thanks again Erik. I needed to get back on the dyno as many things have changed since Mase was originally here. Unfortunatly the one thing that did not change was the clutch. The dyno below was my final run before slipping the clutch. The large torque spike from the spool is just too much for my ACT w/ factory disc to handle.

(1) Added the Cutout w/ the factory exhaust and cat
(2) Rescaled nearly all my Breakpoints for greater resolution in partial throttle and light loads
(3) My knock sensor was not working on the original visit and I wanted to log and setup the knock curve
(4) The timing in the EMS was Synced about 7 deg advanced
(5) My Mishimoto fan shroud was keeping the engine temps very high 215+ on the dyno originally which was coupled with a very hot and humid day

I had to completely rework the fuel map, the curve changed quite a bit on the low-end and at boost with the exhaust changes. This was done on the street before I got to the dyno though I did have to add another 5-8% fuel at 20PSI over the 5-8% I added when Mase originally tuned it. Since everything was pretty close I jumped on the dyno and started making pulls. I was strange that after 16PSI I was either keeping the timing the same of barley changing it as we moved to up to 22PSI.

DynoCom Dyno - No Correction

New Tuning Session


Old Tuning Session
The orange line is pump and green is C16

 

It seems that the 6262 is not that efficient at low boost and was gaining efficiency as I went past 18PSI but I did do not have enough data to verify. As for the setup it seems to lose its efficacy of 7500RPM and I think it is an exhaust flow restriction that is causing this. Currently I am running a 0.63A/R on my 6262 and based on all the dyno’s I have seen and this testing at 5857 w/ 0.82 A/R is probably the perfect turbo for my use. The exhaust is flowing well but I believe I could also benefit from a 3” cutout and downpipe. I am debating on purchasing an 0.82 A/R back housing and testing it to see how it effects the spool and topend. I still think that Inline Pro has the right idea using the 5865 0.63 A/R on our cars for street use. Hmm, maybe I will try and get a 5862 and try it but not matter what I am splitting hairs. Anyone want to lend me their trubo’s for testing?

 

Personally I feel that the aluminum is too soft and weak, it can handle the heat but with steel I have no reservations.

I just got my parts today to make mine and I will post up when I get a chance to complete it and test the different restrictors diameter I ordered.

 

You can borrow mine if you swap your 6265 turbine housing on although I doubt you want to try mine out lol.

IMO I'd keep the same turbine housing that you have. Can you try out your 6265 on that and swap your 6262 compressor housing on?