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Discussion Starter #1
Hello everyone,

So, I've been planning a turbo upgrade (rotated Garrett). But I can't seem to decide which turbo fits my engine best, other factors like injectors and fuel pump I'm totally flexible with.

So my engine is as below:
Tomei Strengthened Timing BeltBlock (2.2L):
Tomei EJ22 Forged Piston kit (Bore: 92.5mm)
Tomei EJ22 Forged H-Beam Connecting Rods (130.5mm)
Tomei EJ22 Forged Full-Counter Crankshaft (Stroke: 79mm)
Tomei Main & Rods Bearings
Tomei Oil Baffle Stiffener
Stock Oil Pump
Head (Ported & Polished)
Tomei EJ20 Camshaft Type A (IN/EX 250/256)
Tomei Valve Springs
Tomei Valve Spring Sheets (0.3mm)
Tomei Oversized Valves (1mm oversized

Tomei Timing Belt Guide
Tomei Head Metal Gasket (Bore: 93.5mm Thickness: 1.2mm)
Tomei Reinforced Head Studs
Beatrush Alternator Pulley
Beatrush Crank Pulley
Tomei Titanium Valve Spring Retainers
Tomei Berry Rings

I was thinking of going
  • GTX3582R gen2, but I think it might be too laggy for my car
  • G30-770 which seems like a better fit
Or what should I choose?

Thanks,
 

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Æternum
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20,380 Posts
What are your goals? How will the car be utilized? E.g. street, circuit, strip

Sent from my SM-G960U using Tapatalk
 

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Æternum
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20,380 Posts
For street use, it's best to focus on a good powerband rather than a peak number.
 

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Premium Member
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10,771 Posts
You do you, my pockets are not deep enough to replace an engine every 5-10k miles.
 

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Hi...I can't see anything you claim to have bolted on or in or altered which has made it a better car for useful road purpose. I see nothing about brakes suspension or tyres (possibly...just possibly a sensible consideration) or …with all the other claims on altering the engineering...camshafts, bearing and timing mods. I'm astounded that with all this money being expended and I suppose for the poorer amongst us, perhaps warranting protection, that you have held to a stock oil pump. Actually perhaps it will be better for the general public that you have done that.

I don't quite 'get it' that at this late date with all this stuff tacked-on you now have to ask which is a 'better' turbo. I'd have asked that question of specialist engineers before embarking on the store-bought performance kit. It's not my particular business of course why you have done what you have done however it is everyone's particular business that wherever you are that you want to run 500Hp...irrespective of the torque and power band debate as though it has any relevance to your approach ... on a public road where you become a menace to others. I say 'menace' because what you are claiming as modifications indicate a propensity to see yourself as a road racer...or what we call 'a hoon'....which puts other road users at risk when you are out there living that fantasy. Some people have motors with the ability to use Hp to churn out torque but don't go to all the 'boy racer' extremes you claim and so are on balance, likely less of a potential menace.

I think it's somewhat a different thing for modifications to the point of absurdity and glamorising engines (I've bored stroked and blueprinted, e.g. Lotus Escorts so am not constipated about the practice itself) for club days and just for personal hobby interest than to do what you have and are intending. That you say you are at 400Hp now and want another hundred for road use, in my opinion places you as the sort of experimenter least needed on the public roads.

I remind you also that as a rule-of-thumb doubling compression squares the load on your bearings (and associated parts, block and gaskets). Do you (in particular, and other 'boosters' in general) have any understanding about what that impacts onto head studs and threads?...or even how bolts and tensions (and threads) are devised and engineered and so, specified? I've never seen it get a mention in my (limited) reading of Subaru fantasies, claims and hype. There is a great deal of metallurgy over and above the generics of 'forged pistons' and even 'closed blocks' to consider when messing about with engines and winding up horsepower.Voila.
 

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Discussion Starter #12
Hi...I can't see anything you claim to have bolted on or in or altered which has made it a better car for useful road purpose. I see nothing about brakes suspension or tyres (possibly...just possibly a sensible consideration) or …with all the other claims on altering the engineering...camshafts, bearing and timing mods. I'm astounded that with all this money being expended and I suppose for the poorer amongst us, perhaps warranting protection, that you have held to a stock oil pump. Actually perhaps it will be better for the general public that you have done that.

I don't quite 'get it' that at this late date with all this stuff tacked-on you now have to ask which is a 'better' turbo. I'd have asked that question of specialist engineers before embarking on the store-bought performance kit. It's not my particular business of course why you have done what you have done however it is everyone's particular business that wherever you are that you want to run 500Hp...irrespective of the torque and power band debate as though it has any relevance to your approach ... on a public road where you become a menace to others. I say 'menace' because what you are claiming as modifications indicate a propensity to see yourself as a road racer...or what we call 'a hoon'....which puts other road users at risk when you are out there living that fantasy. Some people have motors with the ability to use Hp to churn out torque but don't go to all the 'boy racer' extremes you claim and so are on balance, likely less of a potential menace.

I think it's somewhat a different thing for modifications to the point of absurdity and glamorising engines (I've bored stroked and blueprinted, e.g. Lotus Escorts so am not constipated about the practice itself) for club days and just for personal hobby interest than to do what you have and are intending. That you say you are at 400Hp now and want another hundred for road use, in my opinion places you as the sort of experimenter least needed on the public roads.

I remind you also that as a rule-of-thumb doubling compression squares the load on your bearings (and associated parts, block and gaskets). Do you (in particular, and other 'boosters' in general) have any understanding about what that impacts onto head studs and threads?...or even how bolts and tensions (and threads) are devised and engineered and so, specified? I've never seen it get a mention in my (limited) reading of Subaru fantasies, claims and hype. There is a great deal of metallurgy over and above the generics of 'forged pistons' and even 'closed blocks' to consider when messing about with engines and winding up horsepower.Voila.
All I need to know is my block limitations.
Where's the harm there?
I'm not a street racer, however I might indulge in rolling racing on a safe official strip in the future.
I don't mod for racing, I mod because it's my hobby.
My question was simple, you made me look like a crazy power freak.
And yes safety matters to me, I have good suspensions, brakes, sway bars, strut bars, etc..
I'm just confused at which turbo at this point is good for me to step up without risks on the block, and with a decent performance gain.
Thanks for your contribution.
 
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