But if you want 600 later on, why set yourself up for failure? You're going to have an uphill battle to get 600 (even with E or race fuel) on a log. Build it once and get a good tubular manifold now. What "tubular" log manifold did you see make 420? The only logs that come close to being considered tubular that I can think of are the Full Blown, Pfab, and Kings performance log manifolds and these still will become a restriction log before 600hp.
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i see how it may appear that i am setting myself up for failure with a tubular log manifold. But i am going into it with the understanding that i very well may have to have a new manifold made and re-work my downpipe to support 500-600hp in the future. Now i would love to go straight for the 600hp and be done but there is a lot of other supporting mods that need to happen before the can become a realistic HP goal. the "tubluar log manifold" that i have seen make 400-420hp is a product produced by LHT Performance in Tampa, FL. (not trying to sponsor anyone) He some really great photos of a couple turbo set-ups he has built. the "yellow S2K" is a close friend of mine and his put down 420hp with the manifold i'm speaking of.
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Hey OP, I'm pretty sure the LHT Performance car you're talking about was this one https://www.s2ki.com/s2000/topic/807...#entry19240852

 

But if you want 600 later on, why set yourself up for failure? You're going to have an uphill battle to get 600 (even with E or race fuel) on a log. Build it once and get a good tubular manifold now. What "tubular" log manifold did you see make 420? The only logs that come close to being considered tubular that I can think of are the Full Blown, Pfab, and Kings performance log manifolds and these still will become a restriction log before 600hp.
[/quote]

i see how it may appear that i am setting myself up for failure with a tubular log manifold. But i am going into it with the understanding that i very well may have to have a new manifold made and re-work my downpipe to support 500-600hp in the future. Now i would love to go straight for the 600hp and be done but there is a lot of other supporting mods that need to happen before the can become a realistic HP goal. the "tubluar log manifold" that i have seen make 400-420hp is a product produced by LHT Performance in Tampa, FL. (not trying to sponsor anyone) He some really great photos of a couple turbo set-ups he has built. the "yellow S2K" is a close friend of mine and his put down 420hp with the manifold i'm speaking of.
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I know LHT made one that was tubular and log sized on a red car ( I think forum member Metacafe). The one is the link Justinthecoastie posted (if that's the one you were referring too) is very similar to ILP, Kings and the others I mentioned. As long as you know it's a shortcoming for your end goal, that is what's important. I'd personally prefer to buy one but that's me. Whatever route you take, make sure you make a thread so we can follow your progress

 

Save your money and buy a kit that will meet your final goals on day one. I've done things the "cheap" way by starting with a log manifold, using hook-ups for welding/fabrication, and gradually building everything up. I would not recommend that to anyone. There is not a big difference in price between a cheap (but safe) kit and a tubular/high quality kit. Building your turbo setup bit by bit takes a ton of time and a lot more money than doing it once. At this point, i have redone my turbo setup at least four times.

600 on E85 can be easily be done by a GT3582R, possibly by a GTX3576R. You could also get there with the S200SX FMW (maxed out) and S300SX FMW (easily) - these turbos are journal bearing and far better than anything offered by Precision. The FMW turbos are a great way to save money. They use cutting edge aerodynamics in a low-cost, bulletproof journal bearing design. Another way to save money is by going with a BW EFR turbo with integral wastage and BOV. The turbo itself costs a lot more, but the rest of the turbo kit can be far less complex. The ERF 7670 and EFR 8374 could do the power levels you are talking about.


Tim

 

I have the unique position to have been engineering, building, racing and tweaking turbo cars for 30++ years.

There is a stunning quantity of bad information available. Such as "log manifolds spool faster" and are better for the street. And, there are those who will argue that all day long, with dyno charts to prove their point. See, the log produced boost 300 RPM sooner,,,,,

However, dyno pulls don't chart throttle response, post shift lag and throttle modulation. Nor do they properly take into account the problems a log manifold creates with the VTEC change over RPM. Most logs will require you to move the VTEC RPM way up, due to exhaust pressure causing problems during valve overlap and loss of power in critical midrange RPM's.

Reality: A well designed turbo header with very smooth flowing collector, AND volume kept to a practical minimum will create boost at the very same RPM as a log, and it will make 50++ more S2000 HP at normal boost levels. But, better than that, VTEC tuning is normal and significant increases in throttle response, mid range torque and near elimination of post shift lag make the right header a much better choice. By actual HP produced, the turbo header allows significantly lower boost and therefore lower detonation risk.


Here is something to chew on: Ford mounts the turbo of the new Mustang 2.3L Ecoboost RIGHT ON the cylinder head. No log manifold or header at all. HOWEVER, LOOK AT WHAT THEY DID!

 

Sorry I haven't been on here much..look for my build thread. The 600who was on id2000 walbro 450 and e85 and like 22psi. 93 at like 13-14psi was like 450whp