I'm just trying to decide on what turbo to get and i tried searching and haven't been able to find any setups or dyno graphs running either the s258 or the s360 turbo. If someone happens to have some hp numbers or dyno graphs that would be a big help

 

THere are not as many dyno graphs for these on the Honda as there are for the SRT-4 and DSMs. You may want to check these as a reference to start, though realize the engines are not the same

 

Thanks^ I didn't realize you were from chicago

 

I just got through running an S258 set-up. I chose not to pay aftermarket retailers some $600 just to throw a bolt-on housing on it and just fabbed up a v-band downpipe with a 4"-3" reducer right off the outlet. I found the stock turbine housing (divided T3 flanged) to be excellent, and really showed the full potential of what ETT can do. I ran the turbo for about a year, never got it on the dyno or hit the track, so won't make any hp claims, but I was faster (significantly) than both a EVO9 with a t3/to4s with a verified 490whp and also an FD with a big single (I believe GT4088).

I went from a T3/TO4E 50 trim to this turbo and it knocked my socks off and then my engine haha. After a year my supposed "700whp all day long" built engine started knocking, and that's not pinging haha; I mean clack-clack-clacking like a black stripper's booty cheeks.

So now as all high hp cars go; this one is in between set-ups and IDK what I'm going to do. I sent the S258 in for a full factory reman; even though it didn't need it, but I was planning on running it full out, so figured may as well. Now I think I have my eye on something with a 70+mm compressor inducer, so the s258 is going to unfortunately end up being too small for my new goals. It's a beasty turbo with all the newer technology like the ETT and MWE, but I need something 700whp capable, and even though I retained the OEM turbine housing which helped it out a bunch; 700 is just a bit out of reach. What it can do for its size is nothing short of amazing. ***** Ballistic Concepts' DBB CHRA when you can get an ETT Borg and get the same style of performance. I was also really impressed with the build quality and design of the whole turbo. Made to withstand hell itself.

But yeah, out with the old; in with the new. I think I'm going to toss the turbo and v-band downpipe on Ebay here pretty soon or try and trade it off for something a little bigger. Maybe you'll see it in the classifieds here shortly. I would absolutely recommend it over the S360 unless you're going for top end only.

Anyway, that's my take on the turbo. I was seriously in disbelief the first time I got a 2nd gear pull out of it on the initial low boost setting of ~20psi. Performance of a much more expensive turbo; that's for sure. Built much better than the alternatives that are Garrett hybrids molested by aftermarket turbo companies. Ok I'll stop yappin.

 

I think i might be going with a t3/t61 turbo instead

 

If you do that, make sure you get the right exhaust wheel for it. Get the larger exhaust wheel.

 

You mean T3/60-1? I'm assuming with the .63 a/r turbine housing, T31 turbine wheel and then the 60-1 compressor wheel in the S cover (aka .70 a/r TO4S with the 4" in and 2.5" out). Maybe the guy above me is suggesting the T350 turbine for that? In an .82 a/r housing? Meh. It's still a small shaft turbo. The Borg is just a ***** for high boost punishment more than the standard T3/T4 imo. Not to mention; I was seeing much quicker spool with the S200-58 (aka S258) than I had with my previous turbo which was a T3/T4 60 trim with the T31 wheel and the E cover.

Companies claim 61lbs/min with the t3/60-1 but that's just what the compressor is rated at. Good luck getting anywhere near that with a T3 turbine wheel and housing. I mean the "58" in S258 stands for 58lbs/min and I believe with all my heart that it could easily get there. I would even venture a guess that it's slightly underrated and could do a tad more if maxed the fawk out; especially with the OEM .70 a/r turbine housing that's got a huge whatever the hell the curvy part of the turbine housing is; I know there's a name for it, and a 4" outlet which no doubt could only help. I think the S200 frame turbos with the OEM turbine housing>S200 frame with aftermarket housings retro-fitted.

Dude, you should get an S258 and set it up like I had mine. I've ran a bunch of turbos and this one had the best mid-range and top end of any turbo I've ran. I've never ran a Ballistic Concepts turbo, but I have ran some higher dollar T3/T4 hybrids. I didn't even have to push this thing to make the power I was with that t3/to4e. I just like it because you can run low boost and make great power and then when you hit the track or know you're going to race you can run it right to the edge without any protest. It's just further along technologically than the standard T3 or T4 turbos that are the same as they were 30+ years ago. The ETT and MWE plus properly designed housings and wheels simply does make a huge difference.

If you want to see pics of how I set up my S200-58 and retained the stock turbine housing you are welcome to PM me. That way you don't have to pay some aftermarket company twice as much than the turbo really costs just because they rigged up a bolt-on turbine housing to it.

As you can tell; I have nothing but good things to say about the Borg ETT turbo's. I usually don't write it all out, but I feel like it would really benefit the "tuner" scene to start going for turbos that are more advanced than just the T3 and T4 frame turbos. You can get the ETT turbos much cheaper if you want to retain the OEM turbine housing too. Like $700 new for an S200-58 if you can find them in stock.

 

^^I'll second that...get a BW S258. You'll be glad you did

 

Actually, no. I'm talking about using the stage 5 or P-trim options that are used for the 60-1, not the stage 3 T31 standard (A/R size is not relevant for what I'm referring to).

As for the S258, it is a great alternative, in case you don't want to stay Garrett. Those have been great for years. S258 is worth more in the long run than even a T61 from my experience.

 

thanks for all the input guys. Jeff from evans tuning suggested that i looked into the t3/t61 turbo compared to the s360 i was planning on getting just because it's an NET turbo Also i was told that they don't make the s256 or s258 with a 5 bolt exhaust housing which i need. and CRX2211 where can you find a S200-58 for $700. Best price i got for a s360 NET was $765 shipped and the average price for a ETT turbo was close to $1,200. I don't plan on running very high boost so i wouldnt think that i would need the ETT.

 

Dude, the stage 5 is called the T350 as well lol. I can give you a full history on the stage 5/T350 turbine if you'd like. Seeing as it started out as a GT series turbine, but the "G" was dropped off, so just T350 now. I think TurboBuick.com has good info on that turbine. Then of course the P-trim would be a T4 turbine wheel, so it wouldn't be a T3/60-1 anymore and would instead be full T4 except possibly with a T3 turbine housing fitted. So yes, I do know the exact turbo and options for it you were talking about. I'm not such a turbo noob haha.

 

I don't think I'm allowed to link you publicly to the place I use to get my Borg ETT turbos from. You can PM me and I'll send you their link though. This is of course with the OEM .70 a/r turbine housing with the ~4" v-band outlet and divided T3 inlet like mine. That's how I got my S200-58 for el cheapo and then made up a custom downpipe set-up and ran it with the stock turbine housing. With the aftermarket suppliers that retro-fit more commonly used housing you're going to end up paying another ~$500-$700 for the same damn thing, and IMO a worse flowing turbine housing not intended for the turbo. Just buy a brand new OEM one for ~$700 and then make it work like I did. That's how you get a ~$1200-$1400 turbo for $800> haha.

 

Ok it looks like I was a little low on the pricing quotes. Just a little though. Looks like $799 for the S258 with ETT. That's a brand new turbo too.

 

If you want to split hairs on the name to make yourself feel a little smarter, that's just fine, sir. I don't need a full history, as I was an employee at Honeywell at the time, thank you.

Congratulations.. I'm sure you're going to make a lot of new FRIENDS here on HT with this attitude

 

so which turbo is better an sc61 or a s360 NET? as far as quality and efficiency

 

Hey big dog, I'm not trying to start anything. You're the only one pitching an attitude in here. So if you're such a wise Honeywell employee then how come you didn't know that the stage 5 and T350 are the same thing? I was just trying to defend myself from you telling me that I was wrong. Just because I have like 5 posts on this site doesn't mean I'm not well established on lots of others. I offered no disrespect, but you seem to be taking an offensive position for no apparent reason except apparently your own ego. Real nice man.

 

I'm honestly not a fan of the standard bearing PTE turbos; especially the SC series. I'm just not too keen on the E-cover they use on damn near every t3/t4 they produce and have also seen more than a couple of their 360 degree "race" bearings come unbolted from the bearing housing and cause catastrophic failure.

The issue with the S300-60 NET is that you'll find it a little big for street use, but it really depends on what your goals are. If you're looking for a straight up drag car with only top end in mind then the S300 series NET will be good for you. I'd spend the extra few bucks for the ETT version if you do go S300 series though. I really think an S200-58 or S200-56 ETT version(s) would surprise the hell out of you and can easily beat the SC61 in every category. As for quality and efficiency there's no question in my mind that the Borg is much better. It's more technologically advanced, and the efficiency (especially the ETT variants) is far superior to some old school T3/T4 with a damn E-cover (renowned for its inefficiency) and the PTE 360 thrust set-up that is questionable at best. About the only thing I've seen come from PTE that is better than OEM is some of their turbine housings.

 

The S360 compressor is definitely better, and the price is also. I prefer Precision because you get great customer service all the time direct from the manufacturer, and I like their proprietary turbos better as well.

CRX221, you can order many of the SC turbos with S covers as well. Ive personally beat the hell out of MANY Precision built turbos and never had a problem. And what exactly do you mean by OEM? Precision uses many of their own cartridges, covers, wheels, etc... so they are full Precision units. And as far as the housings, most turbo mfrs use the same foundry.

Acrocat, instead of the SC61, I would recommend a 6157 or 6162. Same compressor as the SC61 but with a better and more efficient turbine side.

 

Hmm. You just seemed a little "butt-hurt" over this for an immediate need to defend yourself so quickly..I suppose I didn't find it necessary to point out the obvious to many of the others on here that, well, kinda already knew that, but refer to it in a more common fashion. I mean, after all, this was about the OP and his needs, remember?

If trying to come across as an arrogant, disrespectful malcontent towards others makes you sleep a bit better at night, regardless of your post count on "so many other forums," then, well then.... more power to you.. Although to get your point across, you might want to relax a bit. Who knows? You might find that the thread has better information when you treat others with respect... or not.. Just "do you"..

No one here is a "big dog" or "big pimpin'" or "bub" or "chief" or whatever you want to call people you want to patronize. But many here won't contribute with an attitude like that, bottom line.

 

Hey speak for yourself. I am in fact big pimpin.

 

Ok friend.

 

Absolutely. I agree with you. By OEM I meant standard Garrett. I remember doing (well watching and being the "go get" bitch) some dyno tuning about 5 years ago (not the "go get" bitch anymore haha) and we were running the current turbo full out with a standard .63 a/r Garrett housing off a T3 60 trim just milled to accept the T31 turbine instead of the stock 68 trim. The "experts" there (I'm just a grease monkey and turbo nut) said we were turbine limited. How they deduced that; I have no idea.

Anyway, I had a blown SC4431E or something along those lines back at my place with PTE's .63 hotside already cast for the T31, so I grabbed the housing and we tossed it on (easy to do as we were just running open DP and all bolts were new). I distinctly remember it increased the power just from swapping on the turbine housing. Now this is an isolated incident, and could of been a total fluke or resulted from other changes made, but that's the reason I said that thing about their turbine housings.

 

Here's what a desperate man does when he can't find an oddball v-band clamp/flange for a 4" outlet turbine housing (sure wasn't a 4" V-band lol) and he has to get the car on the road asap and the rest of the exhaust is 3". Thankfully I can run the TIG halfway decent. If I had been going for track only I'd have just gone full 4" out the side of the front bumper, but this car is a street car and needs to be somewhat quiet. If I'd had more time I'm sure I could have tracked down the proper v-band, but that still wouldn't have gotten around the need to taper to 3" for the exhaust. The rest of the downpipe is obviously missing, but you get the idea with the partial there. So screw a $500-$700 aftermarket turbine housing when you can have something like this (lol I know it's shade tree, but that's how I roll). I back-purged for the top 2 welds, but the final one I was almost out of argon so couldn't quite get the heat where I wanted for perfection. IDK, not quite professional yet, but maybe get there one day. Decent at least and no leaking ftw.






It actually looked pretty cool installed, and I was still able to run it in the front mount position instead of having to make a crazy top mount or sidewinder of some sort. I did have it set-up properly for the divided inlet though. I really like the OEM .70 a/r turbine housing and would recommend it to anyone going with an S200 dash whatever.

 

Maybe its the way you said it, but the way that read was you had a Garrett turbine housing, didnt make good power, but you put the PTE housing on and made more power.

It also sounds like you were running a housing for something like a stage 2 wheel that was milled to accept maybe a stage 3 or 5 turbine wheel. It was then swapped out for a housing that was originally cast for the larger wheel. If so the problem is that the inlet volume on the machined housing was smaller than the housing designed for the wheel.

 

HAHA.. I love it!!!