HX35W + what manifold? Ram Horn or GTX with EWG?

[nerd racing]

So the title says,

I picked up a new snail and I am trying to decide what manifold to use it with. I have an ssautochrome flipped and braced manifold, or I have a GTX manifold with a T3 flange welded on and an EWG flange added. Which one would be best with this big guy? I'm thinking the ram horn would take more to spool, or am I way off?

[Boosted Escort]

Id say that ram horn would take more to spool. Just make sure that big hx35 turbo will fit with that modded gtx manifold they take up a lot of room under the hood.

[nerd racing]

I will have to do some hacking to get stuff to fit, the engine sits further forward with the GTX trans and the festiva bay is tiny to begin with.

[atomicEGT]

GTX manifold sucks hard.

What about a long-runner style manifold to make it easier to mount the turbo?

[nerd racing]

I have this:



and this:



to work with.

The bay is a bit full... but I can still move stuff around a little by slotting some holes in my mounts.

[atomicEGT]

of the two I guess I'd go with the GTX only because the ramhorn doesn't seem to have an external wastegate flange...

be sure to run an oil restrictor since neither of those manifolds are going to make it easy to run a decent return line.

[nerd racing]

I have a -10 AN setup for the return line and a -3 feed with restrictors. I was thinking since it is oil cooled only that I might bump it up to -4 AN feed.

The ram horn had the flange in a stupid spot so I removed it. In order to fit the T3 on the ram horn how I wanted, I had to space it down and rotate it 180 degrees from the way the VJ series mounts OEM. I am thinking I can fab up a sandwich plate style EWG flange spacer. I can still get a good down hill run for the drain back to the pan with that setup.

If I can make it fit and still have a decent oil drain back I'd like to use the ram horn. I will be removing the bumper tonight so I can get in there better and see what I'd have to cut to use either setup. Might only be able to physically fit one of them.

[atomicEGT]

-10 is really not big enough, but the restrictor should help. definitely go with the -4, though- what size restrictor are you using?

how far down does the turbo hang with it being spaced like that? mine's in the stock VJ location and I've had oiling issues from the start because of how low the turbo is...

[nerd racing]

hmm, crud... what size restrictor is recommended?

[atomicEGT]

****ed if I know, half the dudes on HMT say not to bother, but with a GTX style manifold a -10 isn't sufficient and will take out your oil seals.

[nerd racing]

found this on the dsm forums

Straight from the holset hx repair manual .pdf:

8. Normal oil temperature is 95+/-5°C (203+/-9° F). It should not exceed 120°C (248°F) under any operating condition.
9. Any pre-lube oil must be clean and meet the minimum CD classification.
10. The orientation of turbine housing, bearing housing and compressor cover is fixed according to application. During installation, do not attempt to rotate these components. Inclined turbocharger installation is not recommended. If an installed angle is necessary, oil inlet centreline must be +/- 10 degrees from vertical and rotor centreline +/- 5 degrees from horizontal.
11. Holset permits oil return pipes to decline at an overall angle of not less than 30 degrees below horizontal.All turbocharger applications require a pipe of internal diameter greater than 19 mm which has integrated connectors. To ensure oil returns into the engine under all operating conditions, the return connection into the engine sump must not be submerged and the outlet flange of the turbocharger must be 50 mm above the maximum oil level of the engine sump pan. Crankcase pressure should be limited ideally to 0.8 kPa (0.12 lbf/in2) but 1.4 kPa (0.20 lbf/in2) can be accepted by reference to Holset.
12. Oil pressure of 150 kPa (20 lbf/in2) must show at the oil inlet within 3 - 4 seconds of engine firing to prevent damage to turbocharger bearing system. A flexible supply pipe is recommended.
13. The minimum oil pressure when the engine is on load must be 210 kPa (30 lbf/in2). Maximum permissible operating pressure is 500 kPa (72 lbf/in2) although 600 kPa (88 lbf/in2) is permitted during cold start up. Under idling conditions pressure should not fall below 70 kPa (10 lbf/in2).
14. Recommended oil flows for the turbochargers are 2 litre/min at idle and 3 litre/min above maximum torque speed.

and a link to a restrictor idea:

http://www.dsmtuners.com/forums/articles-turbo-system-intercooler/171317-how-make-your-own-oil-restrictor-journal-bearing-non-bb-turbos.html

I think the ram horn sits the turbo higher than the GTX intake (designed to be a top mount but flipped over) from what I remember measuring. I will have to install them both and get an idea of where they are placed and make the best one for drain back work.

anyone know what kind of oil pressures we run in the BP?

[nerd racing]

here is the restrictor I am going to try:

http://www.ebay.com/itm/4-AN-to-M12x1-5-Straight-Adapter-SAAB-VOLVO-TD04L-1-5mm-Oil-Restrictor/221034812596

I am going to see about switching to -12 AN drain as well. I didn't really want to drop the pan but if its what I need, its what I need.

Wouldn't have to drop it with this:

http://www.ebay.com/itm/AN12-1-2-NPT-Pipe-steel-Adapter-Aeroquip-Fitting-/330742063678?hash=item4d01c3623e&item=330742063678&pt=Motors_Car_Truck_Parts_Accessories&vxp=mtr

and this:

http://www.summitracing.com/parts/SUM-220709-B/

Then run the same with a straight one off the turbo.