Fg Exhaust Housing

[01txr]

Rapid Teil do a stainless housing I think for a GT45, look quite hot (LOL).

Think they are around $600 to $800 from think it was VPW.

The finish is as good as the Teil Wastegates.

[ENVY-T]

All up the rebuild cost 1584.

New Housing

New bearing cartridge

All seals

Balance

All studs, nuts and gaskets were supplied

New oil inlet filter for the block

From Ford I spent another 170 odd on a dump gasket,copper washers and the biggest expense, 126 bux was a new oil feed line.

It looks like a brand new turbo.

[kona86]

looks yummy

[IH8TOADS]

I have discussed this with a number of people including 01txr and Danny who are both clued up! I pulled my turbo off and replaced it with a brand new housing which I believe is exactly the same as what Envy has (see attached pics). I had all the usual cracks in the original housing and bolts had come loose.

When the turbo was set-up with a new 11.8psi actuator the flapper would only open to about 30 degrees max so I was worried I would have major issue controlling boost. Danny seemed a little sceptical (like me) whereas a few turbo places said it ill be fine. So I bolted everything back together, crossed my fingers and straped her on the dyno.

When I went to tune the car I ran into a little problem....here's a screen dump of the SCT software and for those in the know I was limited to open loop boost control. I didn't have much time on the dyno to get boost right and didn't want to waste too much time knowing that I won't keep open loop control for long. Anyway at 3000rpm I was seeing 13psi (194kw) with ~60% duty cycle, at 3500rpm I'm seeing 16psi (290kw), 16.2psi at 4300rpm (340kw) and finally tapering to 15psi between 4900 and 5400rpm. 357kw peak. To hold 15psi I'm at about 80% duty cycle so there's not a lot of boost left, however I'm using a stock exhaust with a big cat.

So I was fairly sceptical at the start but given the short period of time on the dyno I was able to have reasonable control over boost with this particular exhaust housing. I find a limiting factor with tuning BA's is the fact that RPM and load points are sparse, I.e. 500rpm increments whereas the BF's are 250rpm. When boost comes on hard between 2500rpm and 3500rpm it's more difficult to control boost with the BA pcm as there's less fine adjustment. Sure you can get it better than what I have but it's quicker and easier in a BF.

In comparison with the standard housing and actuator using open loop control I was seeing 16psi at 3000rpm and 13psi at 5000rpm. No spiking just a gentle drop off to 13psi. Once I get my software and data logging issues fixed I'll experiment with getting boost on earlier and reclaim my lost kw's down low.......providing the new exhaust housing allows. We'll see!

I would like to hear other people/tuners experiences with these exhaust housings as it's an easy option/upgrade for those with existing cracked housings.

[ENVY-T]

So we gonna have more hektic cars now? FG/BA HYBRID turbo. Isn't Hybrid short for fully nutz? lmfao

[IH8TOADS]

I was a little wrong in my post above, just realised last night that the BF duty table is the same as a BA. Base fuel, BKT have the extra points in the BF Some worthless info for most

[Adam]

How much are people paying for these FG housing?

I'd rather change to this setup than get my current one machined.

[Outlaw]

I'd like to know how much they cost to buy as well.

Also where to buy them.

[IH8TOADS]

Depends who you go through but they ain't cheap. It all depends on your future mods and how the car will be tuned (open or closed loop or electronic boost controller). The higher nickle content is a big bonus BUT they really do need some porting like the BA variant if you want perfect boost control.

[Smoke them tyres]

A better flowing exhaust manifold would drop the exhaust pressure prior to the turbine and thus also the temp. Fitting an external wastegate would also remove the extra heat loadpath from the housing. Internal wastegates (and log manifolds) might be space efficient, but it is still disappointing to see Garrett (and Ford) fitting these to a turbo unit. Not only the peak reached may cause the cracking, but also the large range of temp cycling that the above causes.