This is a dynamite solution, at a great price - impressive engineering and massive compressor map for a wide range of engines. No journal bearing turbochargers, size for size come close to this offering. - enjoy.
Great video with exactly all of the information someone needs if they are in the market for this sort of turbo. All of these SXE turbos are amazing for the price.
After a ton of research I bought one of these and installed it on my 2.3l 4 cylinder Fox Mustang. I chose to use an aftermarket single scroll .48 housing. It has been incredible in every respect, nudging the dyno up to 280 WHP on a 186K engine, equipped with only a mild cam upgrade. I am positive I could have made more HP, but I didn't want to risk more that 14.5 psi on a tired, stock engine. still driving every day.
Nice - beware with small housing AR's - they will spool nicely up to a certain boost level, and then the heat starts to creep in as the boost is increased past a certain level. The power output will also become limited and the more you push for power by increasing boost, the more heat you will create which is detrimental to the turbo and engine. At that boost you running now - you should be good.
@TurboDirectSA I'm about to install my new 22re turbo spec motor in. And have a back pressure kit I'm installing. Is a egt kit gauge necessary also? What is too high of temp? 1100f?
I'm very surprised how affordable the BW SXE range of turbos are. I guess it's mostly because they are journal bearing and oil cooled only? Very impressive efficiency range compared to the Garrett GT series as well. Overall seem like great bang for buck.
How do you reckon the boost response on a k24 (2.4L) of the 257sxe vs 252sxe? I am debating which turbo to go with, I think I will be going with .68A/R. Great video btw
Awesome Videos! love the effort you put in all this informative contenent! I have to upgrade the turbo on my 1.8 liter nissan ca18det. Target pressure will be around 1.2bar (boost gauge), limiter at 7200rpm with 100 octane e10 fuel. Im undecided about the gt2871r or the s252sxe. both with 0,72/0,63 ar on t3 flange. Aiming for 300-350hp. An advice from you would be amazing! Thank you for sharing with us this quality of videos!
Thanks for the compliment. We have built a 100% stock CA18 years back for a client together with Steve Clark from No Sweat Racing. This was a toy and track car. We used the GT2860RS back in the day and it spooled wonderfully and made 350HP. This ran pump fuel with octane boost and sometimes ran 100% AVGAS - Boost was around 1.6bar if my memory serves me..... For this power you want response, the problem with the CA18 is that it doesnt spool a large turbo easily. The SXE is a journal bearing turbo, and i would recommend using a ball bearing turbo for this upgrade. If you want a brand name i would steer you to the EFR 6258 without a doubt, and even the EFR7163 with the smaller T4 turbine housing AR80. This is another option for you - which spools very quickly and makes all the claimed power. store.turbodirect.co.za/index.php/shop/category-layout/results,1-24?virtuemart_category_id=&keyword=g28&limitstart=0&option=com_virtuemart&view=category&Itemid=541
Looking at the 52mm inducer S200SXE. Compressor is perfect for my application, however I dont know what the flow is of the turbine side. .83 A/R is big, would have to just run one of the scrolls and use the other as a waste gate outlet. Do you have turbine flow map for it?
@@TurboDirectSA Sorry, I missed your reply. My application is not automotive based. It's for high altitude usage. Ambient pressure of 15kpa needed to multiply by 4 for 60kpa, but only being driven by 15 lb/min of exhaust flow. I've figured it out. Thanks.
Hello sir! Your channel and videos are massively underrated, hope you will grow soon, wish you good luck in this! I am building an m50b28 stroker, stock internals, but about 9:1 compression ratio in cylinders. I want to achieve some safe power number for those stock internals, with a pump gas, 98 octanes, no additional watermeth injection. The plan is to limit the boost to about 1.3 bar, which in theory will give me 420-450 crank hp. On the other hand, in couple more years I will build forged bottom - pistons and rods, 8.5 compression ratio, and I will want to achieve again on pump gas without meth about 600hp on the crank. My question is: what is better for me - buy now s257 with 0.83ar now, and later just change hot side on 1+ ar, or buy now the s252 with 0.83ar, and then change the whole turbo so s257 or even s300 family? I will use this build in drifting.
Thank you very might for your compliment. Im happy to hear we have something to offer the community. Grow we definitely will do - watch this space. Regards your project, don't bother with Holset combinations - this specific engine has been used many times all over the world. The S200SXE (650HP model) is 100% perfect for your application, and will easily met your power expectations. The response will also be very street-able. You dont need the larger AR turbine housing either, stick with the 83, you will be fine all the way - make sure to build a separated manifold to use the twin scroll housing.
Hi just subscribed, fascinating and hard to find turbo information, thanks! I've got a project with a Mercedes OM606 3l diesel engine. They're short-stroke, high-revving and can make lots of power with a decent fuel pump. Just wondering if you have any experience with these engines and which turbo you'd recommend to make around 400bhp. I've got a Gen 1 GTX3582r with a .61 a/r twinscroll housing that I was planning on using, but have some reservations about using a ballbearing turbo making high boost and on a diesel. The BW S257-SXE seems like it'd be a solid performer at up to 3 bar on this engine, is it comparable to the GTX at all? All the best and keep up the videos!
Thanks for the subscription - i hope you have alot of learning enjoyment for the future. I will try my best to keep the content coming. The S200SXE is a more suited option to the OM606, less complicated to install, less lines, better low boost response and will hold its own into the high boost expectation area. It will also make the 400HP at a relatively low boost. Bang for the buck - unbeatable! Use the twin scroll AR83 housing, its slightly large than the AR61 of the GTX35, but will spool acceptably well - careful with revving too high on the Diesel engine, if you lose a valve train, it will cost you a pretty penny.
@@TurboDirectSA Thanks a lot for the detailed reply 🍻 I'm going to try the gtx out but the S257 does look perfect with less complications and designed more for the high boost we're after!
@@TurboDirectSA om 606 and 60x engines are the highest revving "stock" diesels around. stock they all do more than 5k (which isnt much, but were talking mechanical injection here) guys do valve springs and gov work and do 7k. motors dont last long cause of bad harmonics (blocks crack the mains) but they dont spin apart. most are melted by that point tho.
@@Club86 if you do ball bearing just make sure you plumb the water cooling ports properly. if your worried about shocking the bearings with surge, run lower on the turbos map. (also focus on air flow not boost pressure)
G25-550 = efr 5268 =s252sxe all 3 are 550hp or 55lbs/min G25-660 = efr ?62 68 =s256sxe all 3 66lbs/min Differences are castings Machining exotic materials I opted for the 25-550 for a low rpm high tq 5.9L cummins. In the next phase it will be the manifold / high pressure in a set of compounds with a s362sxe as the low pressure/ atmospheric. Phase 3 will be 2 25-550 manifold with a s475ish
@@daviddroescher Good choice, should be dynamite working with that big Cummins! Ive got a little 1.3l ; 79ci 4E-FE engine in my Corolla hatchback but I'm gunning for around 450hp, Garrett boost advisor recommended G30 660 as it will support that power at sea level and at high altitude 5000+ feet.
@@daviddroescher No such thing as an S252 or S256 anymore - there are two variants of the S200SXE with different compressor wheels and part#'s, but the abbreviations are done away with now - ill reference the new catalogue in the next video. Wheels have changes slightly and so have the comp maps because the wheels are now FMW as opposed to the first gen MFS wheels.
Hello I would like to ask a question regarding the borg warner turbo I have on my fully built 3000gt I have I believe the s300sx with the .91a/r housing and peak boost is 5k rpm I was maybe considering something to spool a little quicker thanks for help in advance!
Love the content very technical. Please advise me which turbine housing option would be best, an EJ20 with a S257sx-e on E85 with 272 and 10.5 lift cams ect wanting around the 400whp in Australia. I’m looking at either a t3 open .63 or V band in/out .82? Thank you kindly.
Thanks for the compliment, glad you enjoying the content. I would opt for the twin scroll turbine housing AR83, remember you have an opposed engine, keep those cylinder pulses separated, it works very well on the EJ engines.
@@TurboDirectSA Thank you for your time and replying to my comment i honestly really appreciate it. yes, the twin scroll AR83 would be the best choice, however if you were limited to a single scroll option which would you choose and why?
@@mrheadgasket4847 The Airwerks range always has the twin scroll housing option - in fact its the most popular of all the housings. If for some reason you just dont have this available, i would choose the correct housing AR and preferably with a symmetrical volute shape. Give me some examples of whats available, and ill guide you from there, the different AR, shapes, and internal designs make massive differences depending on the application and engine setup.
Thank you for giving me more education on this subject, Im going to email you for more info on this. Thank you for the advice on choosing the right hot side.
1:56 so what twin scroll/pulse manifold would you need a T3 or T4?? I think you’re saying is that the turbine housing is a ‘T3 family’ but the flange is t4 divided. Smaller family housing but larger inlet = better spool
So I'm in doubt, will this still work with a 1,6 litre engine? Me and my buddy want to have 350hp target with forged internals and ported intake manifold. And all that, but im still not sure If it will work out on such a small block. What is your opinion? I appreciate the help and all the usefull videos on your channel!
Thanks for the comment - the S200SXE will not be very responsive on such a small engine unless it has a very high RPM range like the Toyota 4AGE - i would rather go for a smaller more responsive setup for such a low HP target.
Firstly, this is an awesome channel and thank you for the detailed informations :D Secondly, I have an SXE257 installed in my car, on an 8V 2.0 Engine from Volkswagen (completely modified) with a custom Turbine Housing with selfmade QSV valve integrated in the housing. Actually my axial bearing died, but do you know that kind of problem with the axial bearings? because it's not the first 257 that i know with bearing damage. Normally i use about 2.5 bar of boost, but tried up to 2.8 this year (shouldnt be the problem for this Turbo) thank you
Hi Ronald, Thank you for the compliment. What boost are you running the QSV to before it opens? When it opens, does it remain open permanently there after or does it close again when the boost pressure lowers? What is this boost pressure threshold? I have never had thrust bearing failures on these turbos, and the very same turbo bearing system runs on industrial applications at over2.0bar gauge pressure permanently for long shifts. Last question for you - does the bearing wear on both sides or one side only?
@@TurboDirectSA thank you for the very fast response! I switch the QSV with an MAC valve at 220kpa controlled via my ECU (and it closes when boost goes under 220 again) I use a 1.00 AGP T3 twin housing for this I demount the turbo this week and will disassamble it, then I can say if it's one side or both do you also sell repair kits for this Turbo? thank you
Hello from france, awsome Chanel that you never see until you are really doing decent research on the best turbo for your application… I’ looking for a turbo to match my om606… (mercedes 3liter 24v turbo diesel with mecanical pump that will hit max 6000rpm with me) so I am aiming for around 400hp( bit more or less doesn’t matter) but I don’t want to much lag, so spool at 2500 max would be good… s252 would be the best right? Thanks man!
Hello France - welcome! Thats high RPM for a 606 --- the S200SXE will work well, but you might need a slightly larger AR turbine housing - start with the 82AR and see from there, monitor the HP and torque curve and if it falls away too early, increase the AR - make sure to build a separated manifold design if possible.
Thanks a lot for input ! No 6000rpm is not so high for a 606 even if at that rpm efficiency is almost all gone… just to say I ordered a s257 with a custom single scroll 0,63 housing… so we’ll see in a couple of months, I’ll be back with feedback 😉
@@lorcosgarage9443 I would have assumed so - higher rpm in most diesel setups are not efficient at these RPM ranges. Runt he S200SXE and see how she performs, i doubt it will be a poor setup, might be a slight bit on the laggy side, i would have opted for a ball bearing turbo instead, but this is a start - please keep us posted
6 месяцев назад
What is the price for this turbo, on you website theres no prices
If you referring to the S200SXE - i would use the smallest housing, the AR83 twin scroll. This will still get you the max Power capability of the turbo with the best response - you would need to build a separated manifold however.
@@hoseacoltes4756 Here you can find the info on the separated manifold see from ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ryafhwfCgcw.html The S257 is the smaller compressor which makes less power than the SXE 650HP capable unit. The Downpipe you can use safely is a 76mm (3") - i would not use anything smaller than this
Thinking to get a s257sxe for my 2.0 Evo. I’ll be making a manifold for it soon and wondering. Would you recommend making the manifold with twin scroll t3 port or using a twin scroll t4 flange and then port matching the turbine housing?
@@TurboDirectSA thanks, I was looking at using the 1.00 twin scroll so that’s good to hear confirmation from you 😄 I’ll make the manifold with the T4 and then port match the turbine housing then. Thanks a lot, love the information from your channel 🤙
@@TurboDirectSA would you happen to have a 3D cad of the s257sxe I’d be able to print? I’ve got lots to do before I actually buy the turbo and would like to make the manifold and have that side sorted. 🤷♂️ worth a shot 😅
@turbodirectSA @@davidmendez1859 I have similar Evo 8 with Large Runner T4divided and 272 billet cams. I was considering S252SXE (52mm wheel) would you still recommend a 1.oAR for this setup? Car runs autoross so looking for low end spool
Hey there, I'm running my 2jzgte with a borgwarner 200sxe. I have the 300-550hp supercore with. 83ar t4 twin scroll housing on a twin scroll manifold and a 50mm wastegate. I have a feeling I'm going to make this turbo out pretty easily as I have big fuel mods and cams. Do you know If the supercores are interchangeable to my housing if I was to get the 650hp super core instead??
Installing the larger compressor wheel is all you need to do - the rest of the turbo is identical. Rather run the larger compressor so you have some HP in reserve and dont run the turbo at its max permanently.
@@bradking8882 All you need is the compressor wheel - obviously the comp housing would need to be profiled to suite the larger wheel - balanced and off you go - If you choose the supercore, you paying ALOT of money again - the comp wheel is the most affordable upgrade for this conversion.
If i remember correct these had .83 , 1.0 , 1.09 and 1.22 turbine housings. Whats the smallest turbine housing on your experience that will do all the 65 lbs on a 4 cylinder engine witbout clipping yhe turbine wheel, 1.00 woild be my guess.
Depending on the size of the motor, the back-pressure will differ. For large displacement engines the larger AR will be a requirement to lower back pressure, and the results will show. The general 2.0 - 2.2litre 4 bangers will see the full potential of the turbo with the AR83 housing. Obviously different engines of the same size will have different VE (volumetric efficiencies) like the 4G63 compared to the EJ20 as an example. This plays a major role.
@@TurboDirectSA Wow really? Thats strage cause a lot of people reported .83 give great spool but something like 550 hp max. The results i have found are from hondas so thats on a low backpressure engines. I really might try it. At the end of the day those housings are really cheap anyway so i can allways swap :)
@@abec666 As i mentioned VE plays a massive part - now the Honda's rev much higher than most engines, and the demand for air flow in this case will be higher than a different engine with a lower rev range, in this case definitely use a larger AR housing - the back pressure in the turbine stage will be higher with more revs/energy being introduced into the turbine.
Looking at a Borg Warner S300SX-E SXE361 (83/76 61mm) 400-775hp 0.91ar to4 divided for my 1jz gte. Wanting something fast and responsive on the street with a good mid range. Will be installing a quick spool valve aswell to help that low end torque and drivability. What would you recommend.
@@TurboDirectSA I'm interested in the same. I have a 1JZ GTE VVTI. I have a drift build looking for about 550 or 600 horsepower. Some mid range. Any recommendation would be highly appreciated Thank you
@@TyBement Always remember a drift setup requires response low down,. especially when on faster tracks and/or if you make a mistake a fall outside of the power band. the S200SXE is a great option for that HP target BUT, its journal bearing, and although with the twin scroll housing options, there is still some lag compared to ball bearing options.
David, I have been playing with these housings and seen that there might be a mod to make to the internally gated housing to retro fit it to the S200SXE - the housing that could fit is the EFR7670, but i have not concluded this as yet - ill have this checked out and confirmed some time in 2022.
@@davidmendez1859 Not at all - thats an easy task. At 3.0P2C (30PSI Gauge) you will be touching the top of the max efficiency island on the S200SXE (650HP model) still - something that no Garrett turbo can do in the same family size/HP range.
What turbine housing should I buy? 1jz-gte non vvti re85, at least 500whp. kangaroo cast manifold. Is 0,83 too small or just perfect for my car? Street use, full boost.
Murat - what power are you looking to make and what is the car being used for? If its strictly street use, then i would suggest using a ball bearing turbo. If you looking to make some decent power and spend alot of time in the high engine RPM, then the S200SXE will work well on this engine. Keep in mind that the opposed 4 Subaru engine is not very good at spooling larger turbos.
@@konforzone The turbo will work well for circuit racing for sure - as you spend most of your time in the high RPM range. The twin scroll turbine housing will work wonders with the opposed engine design - and the stock compression on the BRZ is higher than the older engine which was not direct injection. You wont go wrong.
Great videos! I have a rb30/26 hybrid engine, stock head, stock internals. Redline is 7000rpm and i guess at 600whp this engine will break in half. I have a s257 sxe and a s362sxe (80mm turbine). I guess 600whp would be hard with the s257. But spoolwise and emap wise, could you make an estimated guess what it would be? Proper twinscroll manifold is on. Another idea, where would a efr 70/64 run out of puff on this combo? Thanx a lot!
Thanks Dennis for the compliment - glad you enjoy the content. The 7064 is only capable of 550HP - the 7670 is on par with the S200SXE at 650HP - you will make 650HP with these two turbos without a doubt. If you looking to make 600WHP permanently and continually as an everyday all day power setting, and not a high boost setting where you will run a lower power delivery and then up it to the 600WHP with high boost, then you should consider a larger turbo with something in reserve. The 8474 Black series will suffice easily, and you'll be surprised at the spool up of this turbo - we have been involved with a hill climb car which is running the EFR8474 Black with AR92 twin scroll turbine housing and the car was already coming into power around 3500RPM - the engine was built by Steve Clark and made for 1300HP and designed to live at 10 000RPM (RB26DETT) all day long - so the demand for air flow was immense, but the turbo spooled up very fast - you are running a 3.0l -- the hill climb engine was a stroker 2.8l. I would run the AR92 Twin scroll turbine on the 3.0L and leave it internally gated as we did above - shoot an email to info@turbodirect.co.za and ill send you a video of the car doing a launch (no launch control activated) and you'll see what i mean. I might add this short clip into a video showing the spool up of the black series - and add more video content with the new AR1.05 turbine installation - and speed sensor.
@@TurboDirectSA Thanx for the quick reply! I guessed so. The 8474 Blackseries was on my list, but the older 8374 should easily be enough turbo too, i guess? In terms of spool, the 8474 wont outspool the 8374? Thanx
@@denniswiese8886 Pleasure Denise - the 8374 uses the same turbine stage, so spool characteristics are pretty much the same, but the 8474 flows 200HP more - makes no sense to spend the same money on a turbo that is capable of less power with the same response. .... 8474 Black all the way.
@@TurboDirectSA Yes, the same money would be nice. But, t4 twinscroll int gate the 8374 is about 2300 Euro and the 8474 is about 3500 Euro here in Germany. Thats a big difference.
@@denniswiese8886 Thats very expensive - our price on the 8474 Black series including AR92 internally gated housing with hardware pack, plate and bolt pack, actuator bracket and high boost actuator is 2200EURO - we dont sell the 8374 at all, for the explanation in my previous message to you. This is for the aluminium bearing housing option included in the above price excluding shipping.
@@TurboDirectSA Thank you for replying on an old video. My question is how would be the spool characteristics be if two of these turbos used on a GM 5.3 liter LS architecture V8 engine in a parallel configuration. It is going into an American GM B-Body, a 1994-1996 Impala SS/Caprice 9C1 that will occasionally see road course, time trial and autocross work. Goal is to have hypercar HP of around 1000 HP/TQ at the tires. What really impressed me about the BW Airwerks S200SXE was the rather large area of the compressor map especially in the left side of the map in the low boost region. Your recommendations are much appreciated.
@@colinw7205 Got you -- remember you have a large frame engine with two "smallish" turbochargers, using he twin scroll turbine housings, this setup will come onto boost from around 2000RPM-2200RPM already, and being an engine that does not rev very high, you will see power across the entire RPM range and as long as the engine can use the air flow being supplied by the Borgs, it will make the 1000HP no problem. Yes you are correct - Borg maps are very wide, and hold the max power for a large range of P2C - unlike other turbos.
The S200SXE will be on its limits - i would opt for the larger turbo. KEEP IN MIND the 300 is laggy in comparison - This is another option which will spool hard and early in the rev range, and make the power you want easily with plenty in reserve. store.turbodirect.co.za/index.php/shop/turbochargers/g3582r2-forged-detail
@@TurboDirectSA I'm kinda stuck with the turbos that will fit with Speedtech bottom mount turbokit. What do you think about precision turbos? They have more options for different power targets.
@@asmrkitty9336 It depends on so many things - the engine build, supporting hardware, boost run, wastegate control, manifold design, tuning, fuel ..... etc
I purchased an R34 skyline with this turbo, currently building the engine completely forged and hoping to make 500whp minimum. I have the 0.83 AR twin scroll version though and a twin scroll 6boost manifold, any idea if that small housing will get me to 500+whp?
You have no problem making 500WHP with this turbo, if you want more though, you will need to change the turbine housing to achieve around 25HP more. Remember you have a 4WD setup which has a higher drive train loss, so 500WHP is realistic. When you start wanting to go more, then i would consider the EFR8474 Black Series or the S300SXE - there are 6 variants with different HP ratings. The best response (should you opt for the journal bearing setup) would be the 825HP capable unit which will make around 700-750WHP on the RB26.
@@TurboDirectSA ah sorry I meant I have a single turbo rb25 neo R34. Turbine housing is only good for another 25hp or so though at 1.15? Thanks for the info, hoping to finish the car 2 weeks or so
@@ricerdavis The RB25 is a different story altogether - the S200SXE with the AR83 turbine housing will serve you very well and provide you with acceptable response. Changing this for a lager AR is only going to introduce lag - dont go there. The setup will make 500WHP easily, as you dont have a 4WD setup. I believe you will see 550WHP with this setup.
Hello I have a 1990 R32GTR with built more and all supporting mods. Still running stock turbos with steel wheels on 94 pump gas. Im in Canada and we dont have E85 here. What spec would you recommend for great response and up to 600whp. I am considering single or bolt on 2860-5 turbos. Thanks
Thanks for the comment - i used to run the twin 2860-5 turbos and they worked well - until i came across the EFR range. Singles give you more to choose from and a wider power band. The EFR7670 is a loaded gun on these motors. The turbo will spool fast for the street and make the power you want and then some. keep it internally gated, its boost control is excellent.
@@redonegtr5292 Pleasure buddy. The SXE is journal bearing, and as a single turbo its dynamite!! You mentioned two BB units, so i took your lead there. The SXE is so under rated its scary! If you interested in a JB setup for the power you want to achieve this is probably the best turbo out there. The twin scroll housing is going to make the car so responsive low down and the turbo is small physically so it will fit nicely under the hood with plenty space to spare.
@@TurboDirectSA I was looking at the “-5’s” in both configurations. Just doing research now. Lots of opinions out there most are running race gas or E85. I just don’t want to be disappointed with a laggy single. Is the efr7670 worth the money?
@@redonegtr5292 Using the EFR7670 (similar size rotating assembly to the S200SXE) in ball bearing with the Gamma TI turbine - this will out-spool the S200SXE and without a doubt is a definite winner! Every single suggestion we have made toward the EFR range of turbos has resulted in a customer for life. There hasn't been a single disappointment other than "Damn i should have gone bigger, i want more" The turbos spool fast, have wide power bands, and are reliable and smooth. EFR is the hidden jewel of turbos, which are under rated in my opinion.
I got a queation if possible,,this uppload is old but i hope someone see it,, im about to turbo a bike,A suzuki 1300rr hayabusa its a 2005 and has around 160whp,im thinking of a garret G series G25-550/660 or G30 550/660,what i like is that these turbos has ball bearing,meaning it will spool upp fast..my goal is for now 250 - 300whp and its used for street,,from city to city No racing but want to strech it when needed...because its a bike and small engine what ar and size turbo should i choose.
Thanks for the enquiry - please note we hold ALL records in AFRICA for the fastest sprint machines with standing start to 1000m and standing start to 1609M (texas mile) on the African continent - using a turbo busa. We have extension knowledge with these bikes and have the most powerful version on African soil making over 1000WHP. Please shoot an email to info@turbodirect.co.za with more info on the project and ill have Chris reply to you directly.
I love your videos I choose the bw s252 sxe t3 single ar .82 for my bmw E30 m20b25 2.5 lit stock bottom I will run it to max 13 psi and my goal is 300-350 hp It will be laggy to spool?
@@bmwe-op4jx Both turbos at the boost and power target you want to run are correct options. The larger turbo will obviously allow for more reserve should you choose to up the boost later, but response will be almost identical, with the slightly different power level available.
@@TurboDirectSA my main concern was that i cant go more than 15 psi,so the smaller turbo for my specs and engine was more streetable and faster boost in lower rpm range i think i will run it with 3 different maps,7 psi ,10 and 13 at max
@@bmwe-op4jx Both turbos will easily spool with that engine, the larger S200SXE will just make more power at the same boost pressure due to its higher flow rate.
bought and waiting a/r 63, going to use on 2.0 FSI, safe max boost what will be? (blown up 5558 gen 2, on 2.3bar, can this turbo handle 2.3bar ? ) point is 450WHP on 4x4
Well done - good choice. This is a BorgWarner turbo, not a chinese made precision. The S200SXE will boost safely over 3.0bar gauge pressure reliably, see the compressor map. 2.0bar gauge pressure will not damage this turbo.
It will work beautifully - for a street car aswell as a nice 650HP drag setup - in fact this is one of the turbos we will be testing on our 1JZ project car we busy installing into the BMW E36 shape body. We will do back to back runs with different housings, and the EFR7670 and EFR8474Black series - then we will change to the Garrett range of turbos and do the same back to back testing to show the differences on the same engine same boost and different AR housings.
@@tezzaking1014 You wont go wrong with that housing. Make sure your collector is made correctly - ill do a video on what a collector should look like and what angles work well -
@@TurboDirectSA 2jzge strictly street use, automatic, low boost, stock bottom end, nothing to write home about but something to enjoynmoving around in daily, a commoners car
@@streetinfamy OK then its easy - the S200SXE 650HP with the AR83 Twin scroll turbine housing will work very well and spool fast. You should expect to have full boost around 3000RPM already tuning, fuel, and supporting hardware dependant.
Examining the stated capabilities of a similarly-sized Garrett turbocharger, the Garrett G30-770 , I noticed some things A) Bottom-left boost I examined on the charts was 2.5lbs/min at 1.5 bar boost BW:73-74 percent efficiency. B) same boost/pressure point on Garrett: 72-73 percent efficiency. (note: this is steady-state, and says nothing about polar moment.) C) Stated horsepower: like all conscience and sentient beings, I ignored that as it is irrelevant to the compressor map. D)Highest pounds-per-minute airflow: 65 on the BW, at 60-64 percent. 70 for the Garrett at what seems to be 55 percent efficiency, E) Tip speed at 87.5 percent for the BW: 62.5lbs/min airflow at 60 percent efficiency. Garrett: 65lbs/min at 55 percent or so, again. F) at the highest efficiency island for BW: 42.5 lbs/min at 3.0PR at 75 percent efficiency. Garrett: 57.5 lbs/min at 3.0 to around 3.35PR Borg-Warner chart has a bigger maximum efficiency island from 1.5 to 3PR and abbout 25 to 44 lbs/minute, Garrettt is 2.3 to 3.3PR at about 41 to 58lbs/minute. It looks like, on initial analysis, the Borg-Warner may spend more of its time in actual use closer to the maximum efficiency. It would be nice if Borg-Warner also published a Boost Advisor like Garrett. I do not know the polar moment, energy-to-spool times, etc. of the two turbos, but the Borg-Warner looks like it would take less energy to start making boost. HOWEVER, also an unknown is backpressure. How efficient is the actual compressor half is not the whole story. If the turbo produces a matching inefficiency in its turbine housing, it defeats any gains on paper. A true, back-to-back test that uses an inertia roller dyno will show the responsiveness of any given system.
Hi B) Polar moment?? Not following you on this. C) Horsepower is absolutely relevant on all compressor maps, the flow rate is 100% directly proportionate to the HP in X10, X12, X15 ..... calculations. BorgWarner have a FAR superior 'boost advisor' called Matchbot, it literally makes Garrett look inferior and incapable - see www.borgwarner.com/matchbot/ Performance of any compressor will depend on the engine its installed onto. Id suggest you take a look at Matchbot, and you will have the answers to all your questions relating to turbine efficiencies etc. Back to back testing can only show so much .... on road runs back to back are the true test.
