Introduction
It took a long time for the evolution of DSM powerplants to get to the point
where 520-650 HP turbochargers were even needed. In the beginning Mitsubishi
Heavy Industries said "let there be 16g's" and there were, and it was good.
Later 20g and larger Mistu-Garrett hybrids such as the FPGreen and FPRed ruled
the land. They offered additional airflow capacity while still bolting on to the
original manifolds, oxygen senor housings and oil/water lines.
These Hybrid FPGreen and FPRed turbos sacrificed efficiency in the name of
compatibility while putting guys like Hill, Cokic, Blaha, Brown and others deep
into the 10 and even 9 second region. These turbochargers retained the mass
produced OEM turbine housing for ease of installation, but were packed with much
larger TD06H turbine wheels to satisfy the ever increasing exhaust flow
requirements of the high powered DSM. Hacked? Maybe- but they were freakin fast!
At least we thought they were fast, but that has all changed now. Now we have
FP30's.
What is it?
The heart of the FP30 series turbochargers is the Garrett Ballistic Concepts
GT30 cartridge, or CHRA (Center Housing Rotating Assembly). These are great
cartridges, full ball bearing design lets them spin in a light breeze. Their low
inertia turbine blades contribute to rapid shaft acceleration. The flow capacity
and high efficiency of these newly engineered turbine blades is hard to believe
for a wheel of it's size.
The GT30 turbine wheel is smaller in diameter than the Mitsubishi TD06 and
TD06H turbine wheels but flows far more, allowing greater boost pressure without
unfavorably high ratios of exhaust to intake pressure. To put it simply, the
intake manifold pressure stays higher than the exhaust manifold pressure under a
wider range of operating conditions. This is good.
Having a modern cartridge with ball bearings and super efficient blades isn't
going to do anyone any good if it doesn't bolt up. The existing 7cm^2 and 8cm^2
Mitsubishi turbine housings were not only too small for the GT30 turbine wheel,
but mass production design compromises such as an offset non-symetric volute and
poor material made them very undesirable. It was decided to abandon attempts to
force them to work. Design work started on a totally new turbine housing. A
truly perfect turbine housing worthy of the GT30 CHRA.
The result of the research is our race inspired totally symmetric volute
scaled to perfectly match the dimensions of the GT30 turbine wheel. This larger
housing incorporates a built in wastegate mount which offers simplified
installation without compromising boost control like inferior internal
wastegates. Boost pressure can be set as low as 14psi without ANY boost creeping
at higher RPM.
Another feature of the housing is the turbine inlet. 60mm diameter and as
smooth as an extrude honed housing throughout the entire volute, the FP30
housing does not require a $95 port job in order for it to perform properly!
There has never been a housing like this available to the public.
To avoid a common problem with turbocharger exhaust housings, cracking, the
FP30 turbine housing is investment cast in 310 stainless steel for high
temperature strength and corrosion resistance. Test units in the field for
almost two years showed no cracking or erosion. The FP30 turbine housing casting
also offers a weight savings of almost 5 pounds over the OEM Mitsubishi 7cm^2
and 8cm^2 housings.
To further simplify and reduce weight an F1 style low profile V-band clamp is
used for main turbine discharge. V-band clamps are much lighter and quicker to
connect than typical 4 and 5 bolt flanges. Kiss that crow foot 14mm wrench
goodbye. A single 7/16 nut is all that stands between you and DP removal.
Note: Selecting next day air shipping or express shipping and
expecting your shiny new turbo to show up tomorrow isnt going to happen. Special
order only!
Part # NTDSMFP3052
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