A 64mm on the right combo will do alot more than 800ftlbs and make 200 more hp as you approach peak power.GN1 heads and Champion intake, my bad.
I hear you on debating it, but while we're here...
How much more you think you'll get from the TA49 at 416mwhp?
Roughly 461dwhp dyno Jet at 11%.
Fuel IDC alone suggested 520hp crank and even if there's 4-6 degrees left in it (not gonna risk that shit) the G30 had only 15.5 degrees, but let's say 5 degrees more so now maybe 545hp like they claim the TA49 max is?
Add 25hp and 30tq so...
So 545hp/595tq vs 600hp/825tq, which 58mm is the winner?
Is your posts that the TA49 at even 550hp is a contender here?
It's a contender in categories like money, ease of use etc, but power, not even close.
Where you getting 800tq around 3600rpm from on a 3 bolt .63 TA49, that's not even normal for 64mm Gen 2 on our platform at that rpm I bet.
Regardless, this wasn't anything other than info, I've been away for a while and am pumped about being back and it being done. Here's a lot of money and time on my end for you all to just check out, interpret your own way, all good, I'm another GN in the National Borg trying to help the mothership. LOL
It actual doesn't.This dyno pull proves the new exhaust housings are way better too, that's another reason why I switched, then posted the proof. The 3 bolt .85 housing would have done worse down low, then got even more embarrassed so the upgrade has this advantage for us aside from the wheels.
Big upside to the HPT is it bolts on to stock headers; you will still need to modify your return line for the narrower bolt pattern on the center section the same you would need to do on the G30/G35 and Borg EFR turbos.But HPT with the wastegate on the exhaust housing will save plenty of $ and custom fabrication so I'm sure I'm gonna be in little company going this route due to what's coming soon. I wouldn't recommend my Garrett route after seeing that turbo for our crowd.