Rotated Up/Downpipes
07 August 2008, 10:21 AM
#1
Rotated Up/Downpipes
Are RCM the only supplier for these for a RHD application?
AFAIK all the sellers in the UK sell the same item sourced from RCM.
These are affordable in the US (Perrin, Crawford etc) but obviously they are for a LHD vehicle. Can the LHD ones be used or modified and has anybody done so?
Any help or answers on a postcard please
AFAIK all the sellers in the UK sell the same item sourced from RCM.
These are affordable in the US (Perrin, Crawford etc) but obviously they are for a LHD vehicle. Can the LHD ones be used or modified and has anybody done so?
Any help or answers on a postcard please
07 August 2008, 10:28 AM
#3
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LHD can be modified to fit, but the RCMS stuff is top quality and fits first time. It also recirculates the WG back into the DP, which some systems dont, this i would recommend, as a screamer pipe is fun initially, but bloody irritating after a while on a road car.
07 August 2008, 12:20 PM
#6
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Why we are on the subject, with the same turbo will there be any benefit from rotating, or is it just to allow you to fit a larger turbo?
What kind of money are the RCM ones?
What kind of money are the RCM ones?
07 August 2008, 12:38 PM
#7
RCM ones are circa £800 IIRC.
I'd like to know anyone else that has used the LHD stuff and what they had to modify to fit em?
Steven, id be plumbing one back in if i went rotated anyway. I think screamer pipes sound cak anyway. As quiet as possible for me personally. So if it did come with a screamer id mod it to plumb back in.
I'd like to know anyone else that has used the LHD stuff and what they had to modify to fit em?
Steven, id be plumbing one back in if i went rotated anyway. I think screamer pipes sound cak anyway. As quiet as possible for me personally. So if it did come with a screamer id mod it to plumb back in.
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07 August 2008, 12:41 PM
#8
Wonder if he could post some pics and shed some light on this. Im sure the RCM ones are good but at the end of the day theyre just 2 bits of pipe and im loathed to spend that on them if im honest. Id rather spend the cash elsewhere if possible.
07 August 2008, 10:34 PM
#13
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The main problem is that very few people go rotated in the UK, so only small runs are made, and costs are high.
The guys in the US commonly go rotated, so there's lots more made, and lots of competition, so lower pricing.
Frayz,
To be honest, if this is for your FP Green, or similar bolt on, you'd be better starting from scratch, because all the rotated kits are for the larger Garrett housings with external waste gates, and would be a pain to convert to the Subaru housing.
It would be easier to slip joint an up pipe, and adjust the standard flange into position, and then just get a new dp made to suit.
Mark.
The guys in the US commonly go rotated, so there's lots more made, and lots of competition, so lower pricing.
Frayz,
To be honest, if this is for your FP Green, or similar bolt on, you'd be better starting from scratch, because all the rotated kits are for the larger Garrett housings with external waste gates, and would be a pain to convert to the Subaru housing.
It would be easier to slip joint an up pipe, and adjust the standard flange into position, and then just get a new dp made to suit.
Mark.
07 August 2008, 11:22 PM
#14
No Mark its me thinking i might want more than the green can offer... so looking outside the stock location turbos. I was thinking about a GT3076R and was looking at the costing to get a setup like that on my car.
The Green is okay as it is im just thinking, if its not enough on the 2.5?
The Green is okay as it is im just thinking, if its not enough on the 2.5?
08 August 2008, 09:13 AM
#15
Frayz,
I've got the exact setup you're talking about.
Although its expensive the kit from RCMS is top quality. It's not just the two pipes. You get all the gaskets and all the bolts nuts etc to do the job.
You also get a proper heavy duty bracket that holds everything in place.
It's money you'll also only spend once. The quality really is second to none.
It also gives alot more possibilties for future big power turbo choice.
I've got the exact setup you're talking about.
Although its expensive the kit from RCMS is top quality. It's not just the two pipes. You get all the gaskets and all the bolts nuts etc to do the job.
You also get a proper heavy duty bracket that holds everything in place.
It's money you'll also only spend once. The quality really is second to none.
It also gives alot more possibilties for future big power turbo choice.
08 August 2008, 10:05 AM
#17
Frayz,
I've got the exact setup you're talking about.
Although its expensive the kit from RCMS is top quality. It's not just the two pipes. You get all the gaskets and all the bolts nuts etc to do the job.
You also get a proper heavy duty bracket that holds everything in place.
It's money you'll also only spend once. The quality really is second to none.
It also gives alot more possibilties for future big power turbo choice.
I've got the exact setup you're talking about.
Although its expensive the kit from RCMS is top quality. It's not just the two pipes. You get all the gaskets and all the bolts nuts etc to do the job.
You also get a proper heavy duty bracket that holds everything in place.
It's money you'll also only spend once. The quality really is second to none.
It also gives alot more possibilties for future big power turbo choice.
How is it performing Daz// Got any pics of the setup fitted?
08 August 2008, 10:32 AM
#19
It was mint on my stock 2.5. 452bhp / 430ftlbs at 1.5bar. I'm halfway through a new project/car thats on the back burner for a while so I've yet to see the full potential of this turbo. Once I've paid a few things off I should be able to finish it.
The aim is to have it built and run in, mapped with a GT35R, possibly a Garrett 4088 by the end of the year or spring next year. I want to put the all forged, closed deck, sleeved 2.5 to good use.
The blower in the pic is a GT3076R
The aim is to have it built and run in, mapped with a GT35R, possibly a Garrett 4088 by the end of the year or spring next year. I want to put the all forged, closed deck, sleeved 2.5 to good use.
The blower in the pic is a GT3076R
Last edited by dazdavies; 08 August 2008 at 10:39 AM.
08 August 2008, 02:25 PM
#23
Spec of the build is as follows...
will be using the following parts.
New EJ257 block
New EJ257 sti crank
Wiseco pistons
OEM Piston rings
Carrillo rods
ACL big end bearings
ACL main bearings
OEM head gaskets
ARP 11mm head stud kit
RCM oil pump
New oem water pump
PE kevlar timing belt
NGK racing 8s
Phenolic spacers
Machined 2ltr STI heads with AVCS
JDM Spec C inlet manifold
Ceramic coated GTSpec Gen 2 headers
800cc injectors
Hyperflow top mounted Oil cooler
Turbocharger exhaust housing (8cm for my FP green) (At time of print lol)
Exedy hyper Compe-R twin plate clutch, billet lightened f/wheel
Breather/Oil separator
Converted an fuel rails
Parallel fuel system, hose fittings etc
Fuelab fuel filter
Hopefully i'll be adding some flowing to the heads and some 272 AVCS cams too
will be using the following parts.
New EJ257 block
New EJ257 sti crank
Wiseco pistons
OEM Piston rings
Carrillo rods
ACL big end bearings
ACL main bearings
OEM head gaskets
ARP 11mm head stud kit
RCM oil pump
New oem water pump
PE kevlar timing belt
NGK racing 8s
Phenolic spacers
Machined 2ltr STI heads with AVCS
JDM Spec C inlet manifold
Ceramic coated GTSpec Gen 2 headers
800cc injectors
Hyperflow top mounted Oil cooler
Turbocharger exhaust housing (8cm for my FP green) (At time of print lol)
Exedy hyper Compe-R twin plate clutch, billet lightened f/wheel
Breather/Oil separator
Converted an fuel rails
Parallel fuel system, hose fittings etc
Fuelab fuel filter
Hopefully i'll be adding some flowing to the heads and some 272 AVCS cams too
08 August 2008, 03:41 PM
#24
If you intend on using standard block, IMO I would stick with std position turbo.
With good heads and cams, you should get some nice power.
I contemplated going fully rotated on my car, but stuck with STD position due to costs, and for the STD block reliability ( which is more money, so it's just down to costs really)
With good heads and cams, you should get some nice power.
I contemplated going fully rotated on my car, but stuck with STD position due to costs, and for the STD block reliability ( which is more money, so it's just down to costs really
)
08 August 2008, 04:17 PM
#25
Im not worried about the stock block Neil... the more i think about it the more i think there is alot of scare mongering around the strength of the EJ257 block.
All the guys in the US dont sleeve untill way over 500bhp. Im more inclined to think that if its tuned properly with no det and its built right from the outset the stock block will be fine for a GT30.
If i had it sleeved id be worrying about the liners dropping anyway. So sod it, im just gonna build it as it is and see how it goes.
All the guys in the US dont sleeve untill way over 500bhp. Im more inclined to think that if its tuned properly with no det and its built right from the outset the stock block will be fine for a GT30.
If i had it sleeved id be worrying about the liners dropping anyway. So sod it, im just gonna build it as it is and see how it goes.
Last edited by frayz; 08 August 2008 at 04:38 PM.
08 August 2008, 06:15 PM
#27
Sleeper Si was running well over 500bhp on his SCD 2.5 for over 10k with a 35R strapped to it. It only poo'd itself due to him tracking it with a dangerously low fuel level and it leaning out under the cornering forces etc. He admitted it was his own fault, but thats neither here nor there... the point is, it was fine on much more power/torque than i plan to throw at mine.
08 August 2008, 08:04 PM
#28
Sleeper Si was running well over 500bhp on his SCD 2.5 for over 10k with a 35R strapped to it. It only poo'd itself due to him tracking it with a dangerously low fuel level and it leaning out under the cornering forces etc. He admitted it was his own fault, but thats neither here nor there... the point is, it was fine on much more power/torque than i plan to throw at mine.