gringotegra

After 3 years of abusing my car, it finally spun a bearing in April. Between road racing and the 1/2 mile event i went to it got some abuse.


I changed a few things this time around and put in some manley turbo tuff rods and some Custom Wiseco HD pistons.

Some quick pics:













Finished product:




Only things that changed other than the rods/pistons is i put the new 4.5L Skunk2 Ultra series on it along with a 90mm TB and 3" intercooler piping.

Setup is:

Sleeved 84mm GSR
10.5:1 Wiseco Hd Pistons
Manley Turbo Tuff Rods.
Supertech Valve springs/Retainers
Ferrea 6000 IN/EX valves
Ferrea Keepers
B16 head
GSC Power-Division Turbo Cams

4.5L Skunk2 Ultra Series
Skunk2 90mm TB
FIC 2150's
E100 fuel
Stock sumped fuel tank
Twin 255's inline

ETS Forward Facing Turbo manifold
ETS 3" Intercooler piping
ETS 4x12x24" intercooler
Precision 6262, T3 .82A/R


Using Hondata BBG and a 4port to control boost. I have a 6 psi wastegate spring in it but sadly it creeps to 12psi on wastegate right from 7000-9000rpm.

i started the motor up for the first time last week, it has 2 oil changes on it and 60 miles.

Final numbers:

wantboost

iTrader: (2)

damn that is impressive.... also, looks like an amazing power curve for a 6262. 300/300 at 5250rpm isnt bad.

artie89

iTrader: (4)

good job

The sweed

Very impressive and nice steady tourqe curve.

What´s custom about the pistons?

Turbo-LS

iTrader: (4)

Awesome powerband. Can't wait to get mine running

Muckman

iTrader: (2)

Extremely impressive Myles.
Are you still running a GSR crank?
What sleeves are those?
Looks slike .0018" on all the mains, what about the rods?

TheShodan

iTrader: (14)

Good call on the change of intercooler piping size. I take it you're still using the ETS intercooler right?.

a bit over 31psi of boost pressure sounds about right. I think you can go another 7-9psi with the new additions.

Congratulations on the upgrades..

gringotegra

Yeah ETS is local to me, and we always work close with them. That and a few of my friends work there, last weekend we did all he FMIC piping.

I am not sure how much more is left in it but we gave it 1deg of timing and 1% on the boost controller and only picked up 15whp. We jokingly said, well if we give it 5% and 5 degrees im sure it will picks up something lol. At that point i was happy with what it made. My goal was 750whp but we were slightly short. i am more happy it was close and survived .

We have the backpressure hooked up on the Dyno but we were on a time crunch yesterday and forgot to do it! I am really curious to see where this is at right now.

Is the a little more left in it, Im sure. How much? Not a lot haha.

I am wondering if there is a bigger exhaust housing out for this turbo? This 6262 does have the GT40 turbine in it so its possible i can get a housing forit.. but maybe youd know more??



Rods and mains are all about the same.

I have an ITR crank in this one now, apparently its a little beefier they say.

These are Golden Eagle Sleeves, NO O-ring. JE Proseal headgasket too, we might be switching to these on the Evo's also.

Wiseco doesn't offer an off the shelf HD piston for a Honda YET. These are just like an Evo or DSM HD piston, 225 wall pin and coated on the sides. Nothing really special about them but yeah lol.


Thanks guys,

Uncle Dave

Nice job on the rebuild and upgrade there dude

gringotegra

Sorry my rebuild thread isnt as intense as some people but hey what can i say i want to get **** done lol

Andrew1706

You mention old school 6262, what if different about it?

wantboost

iTrader: (2)

The HD pistons have slightly thicker material at the top of the piston, that is from the top of the dome to the underside of the top (what you look at when you look at the piston with the top down, is thicker compared to other pistons... as the majority of pistons with a CR of 10:1 or higher were designed as NA pistons with relatively low cylinder pressures compared to turbo apps. So they made the forging thinner in spots to save weight, namely the thickness of the top of the piston forging.

Muckman had simliar issues with his 13.5:1 pistons, being designed for all motor they were too thin and he was having problems

Also the HD pistons come with much thicker, stronger, non tapered piston pins. If you'll recall Muckman had an issue with actually bending the pins at power levels above 500whp so this thicker pin is a must to keep the rotating assembly intact

wantboost

iTrader: (2)

He has one of the first units. which doesn't have the CEA turbine wheel.

Andrew1706

That the one that uses the Turbonetics wheel?

gringotegra

I had it Rebuilt at Forced Performance and they confirmed that it has a GT40 turbine wheel in it. So this is one of the Garret style ones or whatever you would call it lol

gringotegra

Yes HD pistons much cooler, didn't feel like going way into the difference i was tired this morning

New HD2 pistons are way cooler tho. Just had a set made for a DSM last week:



These were gas ported too though.

wantboost

iTrader: (2)

Those things look beefy

I like gas porting, just for that extra bit of positive ring seal

Natural Aspirations

Comparing gringos photo with the 542 wiseco's I have it appears that the difference is mostly in the pin boss area, the 542 crown is not tapered but is likely thinner than the HD. Wiseco discontinued the tapered pin a few years ago and include the .200 wall pin as standard. .225 tool steel pins are an upgrade

mar778c

iTrader: (1)

Is this a ball or journal bearing unit?

Muckman

iTrader: (2)

They still sell the tapered pin. Its part number S561 and it came with my high compression Wiseco pistons in 2012.

Bseriescivic5

Shodan mentioned you could push this turbo another 7-8psi? From my understanding the 6262 is pretty much outta breath at 35psi? am I incorrect?

Assuming you can go another 7psi on the turbo, whats your bottleneck now for making additional power? Intercooler? Any data on Intake air temp? Whats your timing currently at?

Natural Aspirations

The 561 no longer the standard pin on any piston. Maybe you had gotten a set that sat on the shelf for a while, I cannot find the exact date on the update and it may have been more recent than I recall.

TheShodan

iTrader: (14)

Going with a bigger exhaust housing may alleviate backpressure issues at the turbine wheel, but the turbine wheel has pretty much had enough at this point. If you switched to say a T4 .68 or something larger, it helps, but now you changed the major behaviour of the turbocharger. that would just be for the Peak power "dyno" number, but not be that much of a benefit in a street/strip application as a practical matter.

When I say 7-9psi is possible.. I mean by the idea that 40psi is utmost it can handle if the older 6262 was using brass thrust bearing and collar. Considering the changes made to the new units, I'd never recommend going any further than about what Myles has now. The thrust loads are just Huge on that journal bearing cartridge. Even a ball-bearing one wouldn't like it.. but that thrust bearing is really getting punished now.

The current turbo that you have Myles, isn't a GT40 exhaust wheel. Its actually a Turbonetics F1-62 "Bigshaft" turbine wheel, in which they emulated it from the N32 GT35R wheel. Just slightly larger, similar to the GT4088R. Same number of blades, just at a slightly different angle profile to be a bit more fluid dynamic. This was before they changed turbine wheel manufacturers, which is why the first "Generation" 6262s tend to be worth a little more used than the newer ones after 2009 when they had been resold used. The F1 series is a nice robust piece, its just that Turbonetics tends to revert to their old habits of compressor wheel/turbine wheel mismatch like the have in the past. Even with the newer designs.



Here is the actual GT4088R Exhaust wheel





Between that and the Garrett counter part, the differences aren't earth shattering by any means. About 5% more efficient from my experience, but I found that the N32 was a bit more efficient even with its smaller size because the wheel diameter profile of the backend of the turbine wheel was a bit better.. Again, that's just if we're splitting hairs, here.

It would be nice if we could use the EFR exhaust wheel, as I think that's a wonderful metallurgical marvel with something as robust.. but now I'm just wishful thinking here. (turbine shaft is too long to fit within the Precision cartridge, so its not physically possible)




Here's what is possible.
You COULD change it out for a Turbonetics F1-65 turbine wheel/shaft, as that can directly replace what you have, but you'd have to machine out your turbine housing in order for it to fit your T3 82A/R. OR... Possibly order a Turbonetics turbine housing (as I believe the cartridge diameter is the same as the Turbonetics units from what I remember.) But theoretically, you could get another 40hp or so out of it. Perhaps more..hard to say

However, my concern would be the compressor wheel at this point, as I'm sure its starting to "flex" at these rotational speeds that housing contact is imminent, due to the grade billet aluminum that they're using with such thin inducer profile blades.

wantboost

iTrader: (2)

I too would be worried about wheel flex, precision has the lightest billet wheels on the market today (verified) but how thin they make the blade profiles causes issues at very high pressure levels... the blades will actually flex and deform around the hub, not only causing the entire rotating assembly to go out of balance but it normally leads to the compressor wheel touching the housing and turning the entire wheel into shrapnel.

I'm amazed you haven't had an issue yet at the 30+psi you run

gringotegra

STD pin now is S656 and the HD pin upgrade (same as i have) is S733.