Yes, but racecar.

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Bye bye betty blue. Hello F6.

Yeah i think the better power far out wieghs any minor (if any) boost response.

With mine, i believe is was in large part due to the 3" compressor inlet. There is a fair bit of annecdotal evidence in the states that it can mean as much as 500rpm earlier boost threshold. Aswell as my car has alot of misc support mods. Like the HUGE air filter. ELH. Cat-less zorst. (My cat-converter literally exploded out the tailpipe with some ign-cut 2-step limiter bashing) Plus a mild cam upgrade and and and.......

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Doing it for all the wagons out there

By hearsay the Blouch TD05 18g is a bit of a disappointment and one should go for a 20g instead. Though of course, though many people say this, no one has explained why to my satisfaction. I'm going to guess that whilst it has the same turbine and compressor wheels as the 20g, the turbine cover being a bit smaller chokes it.

According to PSR, on a 2L the 18g should reach full boost at about 3500, the 20g at about 3700, and the Dom 1.5 at about 4000 when all have the 7cm hot side and use 98ron.

In saying that, I have my doubt about the rpm; perhaps it's a very best case scenario. Most EJ207 Dom 1.5 graphs I have seen seem to hit peak boost at about 4500-4600 and I've seen 20g graphs that are the same. Also, confusingly enough, the 20g 8cm has made about 260awkw on pump, and I've seen Dom 1.5 8cm's make less on E85 with almost the same mods (which frankly I find very disappointing). Can't say what boost they were running, as I believe the TD05's are much better at 20+psi, and the 1.5 at 22-24+psi. I'm led to believe that 18 ish psi is pretty much a waste of potential on these turbos, and one would get better results all round with something like a VF34 p20.

All this is quite confusing, and seems to say to me is that there is a lot of variation in tuning and supporting mods (probably more in regards to the tuners skills and how much the owner wants to push it), and it appears to be quite difficult to judge.

I've spent quite a bit of time sifting through various opinions and results (some reliable, and some blatantly spurious) regarding these turbos, as I'm intending to get one myself next year. My desires are primarily max possible torque and peak boost by 4k rpm in 3rd, and about 230awkw. At the moment it seems like the TD05 20g 7cm will be the closest to my goals, but I have as yet to properly examine some EJ207 Dom 1.5 speed density flex fuel tunes that push the car right to it's edge.

Kaoself - this is a graph from my Blouch 20g. Pulled strong from 4k. Near on 250kw (slightly high reading hub dyno) on BP98 @ 19psi. 8cm hotside.

I'm currently getting a new engine built and once run in, I'll try looking at feeding it 23psi. Will be interesting if I can max the turbo out (then kick myself for not getting the Dom 1.5 XTR).

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[I]trolololol[/I]

Trolley - is yours 2.5L though?

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Doing it for all the wagons out there

Ive owned both a blouch td0518xt and a dom2.5xtr. And i can say hands down the dom is the better series of turbo.

On my car, the 2.5xtr spooled 100 rpm earlier than the 18g and made more power, at a slightly lower boost level. The 18g was stronger through the midrange, even though it spooled a tad slower. But up top the dom just felt so much better.

Im a bit surprised at PSR saying the 1.5xtr spools slower than an 18g, as my own experience (on a 2.5L, not a 2L) that the bigger 2.5xtr spooled abit faster than the 18g. My 18g spooled at 3.7k on a 2.5L, so 3.5k on a 2.0L is impressive. (Or just standard PSR bull shit) And my Dom2.5xtr spooled by 3.6k rpm. But that could also be partly helped by the 3" compressor inlet.

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Doing it for all the wagons out there

Yes Bram, 2.5 (MY08 WRX)

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[I]trolololol[/I]

So PSR reckons it will spool by 3700rpm on 2L. But it took until 4k rpm on your 2.5L.

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Doing it for all the wagons out there

Trolley, that is some awesome torque! I'm quite jealous that I won't be able to get that on my 207. Is that the 20g xtr or xt? I'm sure you will be very happy with the new engine, especially if you decided to go for e85 too.

In hindsight I should have clarified that the 18g and 20g I was referring to were the XTR versions, so I can believe that with a 68mm compressor wheel and the same 56.5mm turbine wheel and bb CHRA they will spool a bit quicker than the Dom 1.5 with a 71mm compressor wheel.

In saying so, I've heard too that the Dom will spool faster then an 18g xt. It's just so confusing, especially if as you say some of the info is bullshit. The full boost at 3500 for the 18g xtr and 3700 for the 20g xtr were almost too good and about 500rpm off most of the real world dyno graphs (of which there are so few reliable ones i.e. not NASIOC).

As far as I can tell the differences between the 18g xt and xtr are that the xt has a 55.5mm turbine wheel, the journal CHRA as opposed to bb, and maybe? different blade designs on the wheels. Could these differences really lead to a 500-700rpm better spool? It seems a bit of a stretch to me. Whilst I might like to, I'm loath to believe all this faster spool and better torque and power magic that some are want to spout.

It's just like 6 or so years ago 200awkw was considered about the max for a vf34, now people are talking 220awkw. I'm more likely to believe that dyno stats have been inflated then that with everything the same suddenly every tuner is that much better.

After reading through countless forums, dyno charts etc, the bottom line is that if you are chasing an easy 220-230awkw from an ej207, youre looking at a max boost spool of 4200-4500.

Obvious choice is 20g xt (18g has slightly earlier spool for not much benefit) or dom 1.5 xtr which seems the peoples choice.

I have to say...its not too much off what my vf22 is doing. Max spool just under 4000rpm, so i guess it wont be so bad day to day.

Question is, would there be a benefit in going 7cm hotside on eith 20g or dom 1.5? And would the power goals still be in reach? Cant find an answer on that one. Most charts are 8cm or 10cm.