DSM FP3052 Ball Bearing Turbocharger	Back

		Customer Rating:  (1 review) Quantity in Basket: None Shipping Weight: 20.00 pounds Price: $1,465.00 Options: 90 Degree Elbow: None Driver-side outlet - [add $95] Pass-side outlet - [add $95] Quantity:

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.

We highly recommed that you call to place your order on this item due to the complexity, expense and options possible with this turbocharger. Selecting Next day air shiping and excpecting your shiny new turbo to show up tomorrow isnt going to happen. Generally options and questions regarding setups require several tech sessions between you the customer and one of our highly experienced turbo experts.

Customer Reviews Average Customer Review: (1 review) Share your thoughts with others: Write an online review!

FP3052 TURBO KIT on a 2G DSM - 8/4/2009 By: Carlos (tucson, AZ) I purchased this FP3052 turbokit for my 2G DSM after running a Evo III turbo. I did tons of research and this turbo basically had the highest numbers on pump gas. The quality is top notch and I personally think is the best street turbo you can get for your DSM. I purchased mine with all the bells and whistles. I made 409 whp/360lb-tq on a Mustang Dyno to all 4 wheels on a bone stock "weak crank walker" 7 bolts 4G63 with stock internals and stock engine (94500 miles). I set my boost at 25psi and I had full boost at 3800 rpm(25psi). I could have made more power and I could run more boost but my stock internals were my obstacle. My car went 11.6@119MPH at 3100ft elevation. This turbo is capable of making your car run low 11's and mid 120's traps easily. I highly recommend this turbo to anyone looking for a reliable powerful DD friendly turbo for 91oct-93oct. This turbo ran on my car with stock radiator and stock radiator fans, that tells you how well the design is. My set up consisted on: FP3052 turbokit (with all the options like 44mm,2.5 housing,in-line oil filter) FP II cams FP air intake FP exhaust manifold walbro 255LPH 3" Turboback DSM link V2 SMC methanol with #7 nozzle PTE 680cc injectors 1g DSM BOV Evo Intercooler 2G N/A Throttle body JMF intake manifold Best of luck to you building a fast car. For sure this turbo wouldn't disapoint you. By the way, I support FP, been a customer of them for the last 7 years and will continue to do so. Great customer service, knowledgeable staff and quality of their products are just some of their highs.