This is a Borg Warner sx8200 s252 so this is for Justin's track car
basically.
This is to give him more power for the Javelin sprint series 2
requires and we can go this is this is basically a proper turbo rather
than a kind of hybrid or a standard turbo.
This is it is a proper big big boy turbo.
Visitor that's not really use match with with the VXR though.
It's not a common turbo because people are put off by the fact that
they're cheap.
It's not that cheap.
They are just a a kind of water down version of an efr so the
compressor wheel is basically the same dormitories and here far that's
fine.
We'll is very similar John ne32ef are and they come in very similar
sizes to any fr.
But there's not what cold it's a journal bearing.
and the only come with T3
twin scroll turbine housing so that makes them a little bit awkward to
match up to most manifold set-ups, so that's what we're going to do
adjusting.
We're going to build our regular T4 twin scroll man, but they're going
to put this out to match it the bolt patterns the same so we were
going to put it out to match it and then we're going to do something
this morning flange flange get this machine down into a bib and they
are just like they just kind of a little bit less finish or polished.
You know it's got a few kind of sharp edges in places in the core is a
little bit.
They just noticed nicely finish, they are you know you can tell it's
less than half the price of any fr.
But what most people need the just just as good as anything else most
people don't need an all singing all dancing ball bearing turbo with
all different kind of turbine housing these are actually got more
options on the ar for the turbine housing the fr.
Have our family have no options so if you want a 7670 with 84 twins
just stuck with 1.05 are there are no options with these you can have
no 0PT A1 1.11.2 14.
I think there's like five or six different turbine a or option so it
gives you a lot of different options with trying to pair that to
whatever engine is it going to be voted on?
First impressions Olly you know the it's just as I thought it would
be.
I'm pretty confident it's going to do the job.
This is basically one size down to a 7670 fr.
So this is basically 77th the compressor and a turbine wheel pretty
much the same size so in can a Garrett terms.
It's basically a 35 turbine wheel paired with 67 compressor wheel so
it's basically like a GTX 567.
It's quite small compressor wheel with quite a big turbine wheel for
track car where you can keep the high RPM and
Twin scroll I think it'll actually be about spot on.
Today we are going to build Justin's T4 twin scroll external wastegate
manifold.
This is going to be for his sx200.
S252 turbo we already know with find me clearances for our regular efr
manifold, so we this this manifold already fits up to her any fr220
9184 is a little bit unsure about compressor cover sizes on the sx200
sx300 Range but we definitely know that's going to be there so we can
crack on and build it with 347 cash collector basically always on
these are 20 months old now all we do have 347 cash collector 347 and
following are cut sheet.
Navigate all the primaries the two outside ones a pretty easy this
number to prime here again is quite easy and then only tricky one
because it can it goes over the top of all the others and then looked
down because they're using their the hypertune 347 Ben's.
We've got loads of different radiuses and legs on again, which makes
this so much better to fabricate loads last well joints, which is in a
less area for fatigue and for cracking the first one.
I would do is the Two primary here and one starts off on this the
front portion of the Collector it's basically 390 degrees and from
memory 30, so we're looking to try and at the minute just
Can I have get it roughly in our heads sister where it wants to be so
I could swing that around a bit bring that up?
The further we rotate this round the higher the old primary will sit.
And the beauty swing it around this way, the only only clearance
forgot all about here is white guy and again we can kind of put the
wastegate where everyone I would normally just have it straight on
because we we will have clearance to put straight on the end, but with
these manifolds too much about because we can put my put my other yes,
ok, I would get that roughly lined up with where I think it's going to
be market Beverley ends of the bends and then I would tuckleys another
guy like with Laurence manifold.
Within the side mount one.
That's kind of typing that up as I was going but that's because I
didn't have a quick shift.
That's why I didn't know exactly what worked I was working off of what
I thought might work right now and exactly what Ben's I need to make
this manifold, so I can go ahead and get some of these bevelled up
back together and start creating the first Primary
got the manifold fabricated and it on so this is basically standard
off-the-shelf T4 twin scroll external wastegate manifold for efr Kit
so obviously we've got the sx200 on this manifold, so
We know the clearances are ok.
Cos we check that with the jig manifold before we actually assembled
it, but now you've actually got it on the car.
We can start checking all the other component the kit that we know it
fits just like any fr.
Would so standard breather tube which is you know that's not to give
them because it's the same manifold intake pipe fits no problem 90
million take part but the 100mm intake pipe will fit as well because
of 20 clearance so whether it's 90 or 100 they both fit really need
the 100000000 take on a pass like 600 horsepower for most people that
the 90mm intakes fine.
So to fit that intake without having to have like a silicone 90 degree
bend and then you know I can alloy bend over the top which is like
what most cats tend to be how we used to do it it never really fits
that well because everything gets a bit too high a bit too tight
around the coolant hose and then the the cambelt cover so we can
reroute reroute this coolant pipe here.
So got a whole new radiator pipe.
This is like a prototype one which is just been fitted onto my car
which is kind of like the The Jig car diesel at mandrel bent now
basically like a 1 piece pipe.
That is loads of clearance sale at the 90ml or the 80 million - /
straight into the turbo is no need for a silicone 90 degree bend which
there's nothing wrong with it as such is the clearances all get really
tight.
So this is a much better way of doing it in terms of
keeping things from rubbing in touch and not we won a competition car
racing you need reliability so that means clearances.
Are you want as much room around you can check the wastegate serious
no problem either side of the compressor cover if it was a very
compressor cover we probably would need to crank this wastegate entry
around manifold.
Exit wastegate entry around like we do with the 9180 efr kit because
the compressor covers so large.
It just makes you think roaches into where the wastegate with his
position, so we basically have to put on a small bend and bring the
wastegate the front the only issue with that is it gives you a bit
tighter radiator clearance but it still fits just feel so with the
smaller turbos.
We definitely want to keep the way skates straight out and it's typed
to the block as we can so the oil return an oil feed a basically.
Amazon.fr kit the fittings a slightly different but in terms of how
they fit how long do all I needs to be how they returned it's
basically the same just different pictures and different bolt spacers
on the return.
There's obviously know what calling on this so what we will do
essentially just just off the lines for a like a kind of off-the-shelf
kit for Justin's what we're going to do is going to run water called
wastegates, so it's actually instead of calling the turbo actually
just the same pipework route and call the wastegates because they're
getting using it on track competition car so if we can keep things
cool.
We may as well.
Ok, so 3 and a half inch downpipe as well.
Now it's down.
That's not really required.
You know what the kind of power levels of Justin wants to run.
I wouldn't really say you need a three-and-a-half minutes downpipe
until you really want to push that hi 500s, but that's not to say that
there are marginal gains by having a larger downpipe.
It's just not worth the extra work for lower horsepower figures the
only reason we're going for three-and-a-half and stand back on
Justin's is so that because just in his kind of like a test kit we
want to make sure there are no limitations this turbo.
Will do a lot more than what Justin wants so will probably find out
what it can do on the dyno and then just returned back to the power he
wants to run so we got the wastegate to the tying and obviously this
is track car for Justin so he needs the way to get back into the
downpipe snow crazy bonnet exit screen is on Justin's car on floor.
So this first one, would you like a flex joint and then tied into the
downpipe as shallow or angle as we can get away with this one will
basically the same but we probably got a long career and we'll put it
in a bit further down the downpipe the other advantage of a 3 and a
half inch downpipe on a twin external Gate turbo when you want to tie
the way she gets back into the downpipe sizes in gives you that extra
volume on the inside of the downpipe to carry that wastegate exhaust
gas so rather than trying to put two wastegates back into a 3
downpipe.
You kind of got three inlets for the for gas then.
rather than just the turbo you got the to wastegates as well, so
that's another advantage of the of the three and a half inch downpipe.
We just want to make sure that there's no restrictions on this kit for
testing purposes basically ok, so from the bottom we can see I've got
loads of clearance even though it is a three-and-a-half is a pretty
tricky to get it to fit but it's taken me awhile to figure out how to
make it work because there's really not a lot of space between the
turbine x and the engine mount and their kind of your biggest while
the engine has the biggest issue on Astra VXR downpipes if you want to
try and keep the turbo.
In the middle of the engine obviously you can go further that way
which was a bit more space, but then it compromises yet intake so from
a turbo perspective.
I'd always rather nice the turbine outlet than the compressor intake.
So we've got for three-and-a-half in exhaust system again not really
required definitely wouldn't recommend it for somebody unless they
want like 600 horsepower and want no restrictions.
It is more expensive there is a lot more working it and clearances are
a lot tighter again.
We've had to keep as much ground clearance as we can going to be on a
track car so no.
The car is probably lower than Road car would be and we just want to
keep as much as we can because you know soon as you're not dragging a
flexfield on the floor and things like that they get damaged.
And I can easily ruin your weekend.
Yeah, so we got that the first portion going to weld up and the rest
of it's just tacked up so far so we got Aviv and joining at the front
there at the sun and I never be banned join in here flex section and
getting stepping under this sub frame is always a little bit tricky in
terms of keeping it as high as you can because where the sump is isn't
actually in line with the exhaust tunnel and then you got the engine
mount that sticks out as well, so I don't mind if it's fine as we can
talk into that subframe kind of pump.
So we gonna try and keep it sign to theirs we can keep my smart and
cook ground clearance and then again get it get the exhaust high up so
that when we start trying to put a really big census Ireland we can go
for a 5-inch body silencer and not have to worry about any kind of
grandparents which is what we've managed to do here.
So because I've got the exhaust so hi, I'm going to keep the silence.
I need with a 5-inch body.
It's not actually showing beneath the car when you look from the side
profile.
So this is like a 700 mm long 5 inch body silencer which is there's
probably more volume in this in terms of internal volume than what
there is in our regular three systems back box so that's going to kill
all loaded yesterday again 33 system.
He will be louder.
So yeah, I got that huge centre silencer and then at the back we're
going to have a 8-inch body or regular exhaust system has a 6-inch
bodies we have an 8-inch body almost doubles the actual internal
volume of the silencer.
So I hope it'll be pretty quiet and you shouldn't have any issues at
any UK tracks which is obviously the track car.
It'll still be loud enough when you put your foot down a little sound
like her a fast car, but we don't have any of the worry of it not
passing the Trackside noise tests which is always a bit of a noose.