Your car is looking great! Loving all the new goodies you got. After some more seat time, have you noticed any added lag down low with the Magnus V3? I'm sure you will love the new turbo setup! I was hunting for a 3052 for a long time as they seem to be such an awesome all around turbo. When I found the DSM3076, I thought close enough!

I spent a good amount of seat time in the Galant today dialing in the tune on the new fuel setup. In short, the previous pump setup was seriously lacking. Here are some 3rd gear pull screenshots which show the overall drop in IDCs:

3rd gear pull on 1650s and a single in-tank Aeromotive 340 (50PSI BFP). InjDuty @ 106.5%:





3rd gear pull on 1650s and a single in-tank Aeromotive 340 + an Aeromotive A1000 plumbed in series (50PSI BF). InjDuty @ 97.1%:





3rd gear pull on 1650s and dual in-tank Aeromotive 340s + an Aeromotive A1000 plumbed in series (50PSI BF). InjDuty @ 68%.





In summary, I went from a single Aeromotive 340, to an Aeromotive 340 plus the A1000, and then to dual Aeromotive 340's plus the A1000. Each time, I saw a decrease in IDCs. This isn't rocket science, but it's pretty cool to actually see the real world results!

With the new fuel setup, I was able to drop my global fuel down dramatically. As a result, the car needed a completely new tune. I've got the tune pretty close, but I need to make some more adjustments to my global fuel in order to get my VE table back to scale. My current table has a max VE of only 88, so I need to make the proper adjustments to global fuel to bring that closer to 100. If you're wondering why airflow is reading so low, that's why.

Anyways, another project done, and plenty of knowledge gained in the process.

Very nice set up, Brett, but that is a ton of fuel though! I'm running similar airflow numbers on my hta68 at 34ish psi on E85 and only have a Walbro 450 and some fic 1250s.
Sometime seems a bit off, but I don't have any good data at the moment to compare.

Btw, with that pump being hard mounted to the body is probably making it louder than is would be with some type of cushioning in between. Would be an easy fix and help with vibrations too. Something this: CLICK
Good luck!

-Ryan

After much time, money and effort, I finally got the car to the point where I felt like I could really push the 68HTA V2. My intention all along was to see what this turbo was really capable of, and I think I'm satisfied with the answer I got. I'll say a few things up front about this turbo:

First, I'll concede this turbo is on the laggy side. In spite of my best efforts, I was unable to get this to spool like it's TD05H predecessors. Now, that's not to say there's not room for improvement, because there certainly is. If spool was your overall goal, you could probably tailor your build to suit this turbo's characteristics a bit more than I have, and get better low end response. However, I've said it before and I'll say it again: This is not a 16G, so don't expect it to perform like one. Also, if you wanted to do the work and machine a 7cm turbine housing for this, I'd bet you'd see a decent improvement on the low end, but you'll certainly pay for that in peak flow. That all being said, the spool isn't horrible considering the amount of air it moves up top.

Second, if you want to get real performance out of this turbo, you need to ditch the internal gate. I started with the stock type actuator that comes with the turbo from FP. It's shimmed to death right out of the box:



With the WGA setup above, I was only able to get about 30 PSI peak boost, which would fall off at redline (8k) to around ~25ish PSI. This is obviously bad for power up top, which is where you want gains out of this turbo over the TD05H units. I'm running ECMlink boost control, and maxed my duty cycle out across the board to get the boost numbers mentioned above.

So, I swapped to a modified Holset WG actuator in hopes that it would allow me to hold more boost up top. I even shimmed the shit out of it in hopes it would hold better. Although it did help a little, it only increased my ability to hold boost by a few pounds. I saw around 32 PSI peak, and could hold just over 26 PSI to redline after installing the Holset WGA. I'm running a good sized stainless tubular O2 housing, and have 3" cat back exhaust. Again also, my EBC was maxed out at 100% DC.

Bottom line, the internally gated turbine housing just creates too much back pressure to hold boost to redline. At least, that's my experience. If you are going for records on this turbo, it certainly won't be on the internally gated turbine housing...I'm certain of that.







After doing everything in my power to maximize boost, I figured it was time to hit the dyno and see what this 68HTA was capable of.

So, I hit up Dave at EFI Specialties & Performance to schedule some dyno time. All the tuning was done by me, but Dave was kind enough to lend me his dyno and Friday evening so I could put my shitbox on his rollers and play with the tune. It was awesome meeting Dave. He did an outstanding and professional job with the car on the dyno.

On the dyno, I only tweaked the SD table between pulls; boost and timing remained the same for all 3 runs. With each pull I saw a small power increase after tweaking the tune. With more pulls, I probably could have squeezed out a bit more power, but it really wasn't worth the time or effort at that point. Dave and I came to the general consensus that my turbo is damn near tapped out anyways, so there was no use in going for records. Logs seemed to agree, as they showed slightly over 51lbs/min, which would have been higher if the car would hold 30 PSI to redline. A log of the best run is attached below.
Dyno run log

Laggy or not, bang for buck it's hard to beat the 68HTA V2, IMO. I picked this turbo up brand new for around $600 bucks shipped to my door, and it's a good performer for a stock appearing bolt-on unit. Sure, there are better turbos out there, but when you weigh them pound for pound against the 68HTA, I think the pros and cons can balance out depending on the application.

At the end of the day, I just wanted to see where the car was at on the 68HTA (V2) before I swapped to a new turbo setup next spring. I'm happy with the result, and the car runs awesome both on and off the dyno.

That being said, the biggest accomplishment isn't the power it made. I drove it 2 hours to EFI in Virginia, beat the shit out of it on the dyno all afternoon making decent power, and then drove back another 2 hours in stop-and-go shitty Virginia traffic. No squeaks, no leaks, no blow-ups, no bullshit. Find me 10 other Galant VR-4s that can make that claim, and I'll start sucking dicks...

Video: Galant VR-4 #1837 of 2000 Dyno Pulls (436 Hp & 417 Tq)

Good writeup and results, Brett!
Nice to see those numbers from the little fp turbo that could!

As far as the internal wastegate on the 68hta goes, it just seems to work for me (or did before I broke the car...more or that later )
The turbo spikes to about 36psi and then settles to 30-32psi by redline. I don't have anything special as far as manifold or O2 housing, just an old 1st gen slowboy manifold and a 2g dsm O2 housing both which have been ported a bit.
I'm currently in the process of giving the 2.0 & 68hta combo ready to swap into my mirage so the wife can have something to play with. I'll get some good log data on this turbo once that's finally finished.

Great detailed writeups. I like how to provide the data that you logged for reference. Great numbers and it must be a blast to drive!

I finished up the additions to the fuel system last night, but didn't get around to installing the IR BCS I picked up. I'm currently running ECMlink boost control on the stock 2 port solenoid, which works great. However, I'm having some issues with boost dropping off near redline. I've upgraded to a modified Holset WGA, but the internal gate is still blowing open up top.

In a last ditch effort, I wanted to try upgrading the BCS to see if that would help any.







After installing the IR BCS, I went for a test drive to try see how the fuel system and IR BCS performed. Everything worked awesome.

After a few pulls, I had the boost holding steady at 29 PSI at redline. So, it seems the stock BCS is definitely a limiting factor at some point. IR BCS FTW.





The new surge tank seems to be functioning as it should. I wanted to lower the working pressure between the 2 in-tank Aeromotive 340 lift pumps and the A1000, so the lift pumps could move more fuel. I was also having some issues with the lift pumps sucking the sump in the stock tank dry when the car would get under half a tank, so I needed to figure out a solution for that. The surge tank seems to have corrected that issue. Performance wise, IDCs still look awesome, and the car runs great. I will say, you can definitely tell the A1000 is there. The car sounds like a rocket ship on startup. If you're one of the guys who hate the whiny Walbro, this thing would make you cry.

She's a screamer
New Fuel Setup

Not everyone wants to build a gutted shitheap just to slap a huge turbo on it, Steve. I don't suffer from little dick big turbo syndrome like you do.

Different strokes for different folks.

All I'm trying to accomplish is building my own car my own faggy way. Some people like it, some don't. But, if I did care who liked it, and who didn't, your clown ass would definitely be last on the list of opinions I give a single fuck about.

By all means, you're free to start your own build thread where you educate everyone as to how you'd go about building your own rickety shitheap. As much as I know it pains you, you simply won't find me posting any content along those lines here.

Hey Biglady112, I think you're stuck in the closet.
You see, secretly, you have this build thread marked as one of your favourites and cant wait to click on it when you see that it has a new post.

And its clear that you have read it all (more like devoured it all in a secret dark little room where no-one can see what your wearing) and therefore do give a fuck.

Why don't you just come out of the closet and admit that you love GSTwithPSI's faggy ways and in fact want to be faggy with him...I mean as Faggy as him but you just cant do it as well. So you've been relegated to sitting on the side lines throwing stones.



This forum brings people together for the love of the VR-4 whether it has a hotpipe setup or 3 fuel pumps feeding a 16g. Bring something worthwhile and constructive or go back to your voyeurism and pipe down in the cheap seats.

Now that you have a surge tank, take out one of the lift pumps. Why have it if ya don't need it.

As long as you're having fun

A few small updates.




Added a Dynatek ARC-2 CDI box







Installed a Aeromotive 14105 fuel rail.





Also replaced the Muteki lugs with some project Kics Leggdura 2 piece lug nuts so nobody gets a free set of wheels.







Better updates coming soon