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FYI, Garrett is the largest OEM turbocharger supplier and BW is the 2nd largest. Garrett also happens to supply Ferrari with their F1 turbos, every WRC and Rally-X car, every 24 Hour of Le Mans winner since around 2000, nearly every professional motorsports race car, etc. Garrett and BW kinda...

With 2.5L per turbo, a Garrett GT30 size turbo would be a great street turbo.

I'd guess it's an EFR7163 based on the turbine housing shape. E-booster is already used in production on some diesel cars in Europe. It's basically the small turbo in a compound turbo setup. It also serves the purpose of anti-lag. It only kicks on for a couple seconds at a time (or less...

Yes, it'll make a difference. Need? No one needs more than 100hp for an everyday car. Want? Definitely. Here's test data from the Garrett IC: http://www.motoiq.com/MagazineArticles/ID/4504/Tested-Honeywell-Garrett-Upgraded-Intercooler-for-the-EcoBoost-Mustang.aspx

To be fair, I posted up about it here back in November: https://www.mustang6g.com/forums/showpost.php?p=2054752&postcount=22 Part of this thread: https://www.mustang6g.com/forums/showthread.php?t=93261

Bigger is not always better. The cp-e having a larger volume core will slow down transient response a bit. So core size is going to depend on turbo size and therefore cooling requirement. Big turbo, big core. Smaller turbo, smaller core. Is the extra volume of the c-pe a benefit on a 'smaller'...

Don't know if you guys have seen it yet, but Garrett launched a new line of turbos at SEMA this year. They are a completely new design. http://www.motoiq.com/MagazineArticles/ID/4666/Nerd-O-Scope-Honeywell-Garretts-G-Series-Turbochargers.aspx

Here's an article on the back-to-back testing of the Garrett FMIC upgrade vs. stock along with install pics, so it's what you can expect in going to FMIC. The Garrett upgrade is CARB approved too...

Cylinder #4 on EJs is usually the first to let go because it runs the hottest. Combination of the turbo being placed next to it and maybe coolant flow path too. So it appears there is something similar going on with the 2.3L and cylinder #3. Someone mentioned that #3 does not see abnormally...

What does that translate into in degF?

What kind of oil temps is everyone seeing? I'm wondering if oil temps are getting too high, oil getting too thin...

Mazda's Skyactiv-X engine looks to employ lots of technology to make HCCI feasible. http://www.motoiq.com/MagazineArticles/ID/4611/Nerd-Alert-Mazdas-Skyactiv-X-Engine.aspx

Sounds like sloppy assembly going on in their manufacturing. Blocked oil passage to the HPFP, excessive wear on the lobe leading to the pump not working to full capacity, A/F goes lean, boom goes the engine.

Hmm..... well, three likely possible causes: too much knocking, lack of oil pressure, or just fatigue. How many datalogs do you have from recently? That'll show if it was knocking. Lack of oil would be hard to determine since your block has a couple holes in it. Depending on how much more torque...

I can't speak for past Edelbrock calibrations, but I know what they go through now because a friend of mine has been working there since the start of the year. He started his career at Ford where he went through their engine calibrator program. Moved over to Toyota doing all the calibration work...

The Mustang and Focus turbine wheels are basically the same design, but with the Focus turbine wheel having the full back disk and being beefed up a bit structurally to handle higher stresses. I think they may be different materials too with the Focus turbine being higher grade to handle higher...

Like I said, about 10%. Note that the turbine wheel design is different with the Focus RS turbine wheel having a full backdisk which improves efficiency and will therefore reduce backpressure. It's looking like the turbine wheels might be interchangeable, so the turbine housing would not have to...

Just curious.... has anyone put the Focus RS turbo CHRA into the Mustang turbo housings? Focus RS is a MGT2263 and the Mustang turbo is a MGT2260. The Focus RS turbo should make about 10% more power, not a ton, but could be a cheap 30-35whp upgrade. Have to machine out the Mustang turbo...

This is my S2000 :) http://www.motoiq.com/Projects/Honda/S2000(AP2).aspx AP1 generation S2ks are very tail happy. AP2 generation which I have is better. There's a lot more to it, but for auto-x specifically, S2ks run a super stiff front bar and no rear bar to help keep the inside rear tire...

Yup, taking all the weight off the nose of the car by having the EB vs. the V8 definitely makes a difference in front-end grip and turn-in.