no numbers on your 5857? Thats what I was going to go with, but journal. I was swayed to go this route instead for my goals.

 

I'll see if I can answer a couple of questions about the Journal Bearing Reaper.

A lot of the clientele I deal with don't sweat dyno graphs that much, just more of a boost pressure/rpm map that S300 and AEM EMS can supply. (Most of those have been on Evolution and Subaru Impreza STIs, which are nothing like the Honda engines, so I don't think its fair to show that, as it wouldn't be very representative of either the JB Reaper or the GT3584R). I leave it to people like Jeff Evans to show a general idea of the capabilities of the more standard turbos used on H-T, then show the Reaper's capabilities from that standpoint.


I kinda don't believe in reinventing the wheel (No pun intended) for those on H-T that are used to the way certain dyno graphs behave, so I don't really worry about it. Besides, dyno numbers are rather subjective and are calculated based upon a variety of factors that would just leave it open to crazy interpretations. (I.e. A dynojet, will yield something different on a mustang dyno, or Dyno dynamic, even though that same car could be running the same pressure and parameters on each one.)

Anyone can make Peak numbers for a split second of the powerband with a BIG turbo, so I guess I don't feel its necessary to post the same. I'm always open to feedback from users of the Reaper, so if people have Dyno charts of whatever dyno they use, feel free.

AlexDPhoto was right; the original Reaper was in a T04E compressor cover that was machined to fit the Reaper compressor wheel. I thought that creating it in this manner would allow people with manifolds that hold your run-of-the-mill T3/T04E would be able to benefit from a direct replacement setup, and at the same time give it an ordinary simple look:




The problem with it was after doing some benchmark testing, I found that as efficient as the new compressor wheel was, I was able to cause the turbo to surge at over 27psi of boost pressure. Pete felt that in order to eliminate this issue, it would be best to plug it in the T04S compressor cover of the GT35R and machine it to fit since the GT3582R came from Garrett with an anti-surge ported shroud housing with an inducer bleed groove to eliminate the possibilities of surging at high pressure points. So now it is only offered this way. Since only Garrett parts are used, it explains that slightly higher cost.

Inducer bleed groove example from a T04R



The original test unit wound up with a friend of ours in his civic, and right now he's at over 464whp at about 13-15psi of pressure, and is pretty happy with that on 93 Octane. I need to see his Boost pressure / rpm curve to correlate how responsive the turbo is at this point on a Honda (for specific "spool time", but I won't get that until about spring time. But Pete did calculate that it would reach full boost pressure under 20psi by about 4100-4200rpms on a 1.8 VTEC engine, on par or slightly better than a standard GT3582R ball-bearing unit, even though it is a journal bearing system.

I do have a video on Youtube of a client that has the GT3584R Reaper on his subaru STI on a Mustang dyno. That dyno reads about 17 percent less than what most people here are seeing on dynojets and dyno dynamics (very high load reading dynomometer), so that's why everyone was so elated at seeing only 502awhp on an AWD dyno. That was only about 29psi of pressure on a 9.0:1 Golden Eagle Sleeved STI, so adding about 17% to 502AWHP, it would turn out to be 587AWHP on the dynos that most honda guys use as a reference, so I'd say its coming along so far. 680whp is about as high as I perceive it being topped out, but no one has actually gone to that level with this turbo yet. I'm sure someone will sooner or later.

Here's the video. Please forgive the loud resonance and lack of turbocharger whine, it was taken with a low level camera.


The actual wheel is of a different design than some other companies offerings to attempt to deliver better flow conversion efficiency without the need of high pressure and high rotational speeds. I'm not saying its the best, but Pete and I try to make a better mousetrap when we can. Whether or not its great is entirely up to you guys, my respected peers.

Here's what a GT3584R Reaper (Ball-bearing version) looks like fully prepped and coated









I'm hopeful that this is great combination... Please pm me with questions. *humble*

 

I couldn't have said it better myself. My dealings with Mac have been great. My GT3255b did exactly what i had wanted and even surpassed his expectations somewhat. I would highly recommend him

 

love the coating

 

Thanks much Mac for posting all that info up. I eagerly await the day I am able to run this.

I am extremely happy to see your friend making that type of power at that pressure on 93. however I am limited to 92 octane in my area. I am confident this turbo will reach my goal on 92 of 400whp at a little less than a bar of pressure. 500 will come once I can obtain some drag radials and boost by gear

 

I don't see any practical reason why that would be a problem..;-)

 

So I'm guessing from what I read the turbo can hit good numbers but is still pretty responsive in the mid range with good spool time?

 

Again, all the terms "pretty response", "good spool time", are all still subjective, especially for 64lbs/min, but in essence yes.

 

Can someone PM me the price on one of these units? I am interested in buying one. Prefer the standard unit...not the dual bb one. Thanks!

 

Thanks The Shodan for the quick response!

 

niceee. the shodan seems to be a really nice guy on HT