YOUR Source for Bullseye Power Turbos! Sargent Power and Performance is now an authorized dealer for Bullseye turbochargers. Here is a MSRP price list. Please feel free to contact me with any questions you might have and for deals I might be able to make for you If anyone wants more information on the turbos, here is the link for Bullseye Turbos. S256 T-3 .76 Divided A/R or .85 Divided A/R BW Box unit $1,073.92 S256 T-3 .70 A/R $1,199.00 S256 T-3 .55 A/R SS or DSM SS External $1,249.00 Add 38mm Internal Wastegate DSM housing only $150.00 S259 T-3 .76 Divided A/R or .85 Divided A/R $1,349.00 S259 T-3 .70 A/R $1,299.00 S259 T-3 .55 A/R SS or DSM SS External $1,349.00 Add 38mm Internal Wastegate DSM housing only $150.00 S256 Non Extended Tip T-3 .55 A/R SS $899.00 S256 Non Extended Tip T-3 .70 A/R $849.00 S300 Series Turbochargers S360 Non Extended Tip T-3 .55 A/R SS $849.00 S360 Non Extended Tip T-3 .70 A/R $799.00 S362 Non Extended Tip T-3 .55 A/R SS $949.00 S362 Non Extended Tip T-3 .70 A/R $899.00 S262 Small Cover (7") Extended Tip T-3 .55 A/R SS $1,299.00 S262 Small Cover (7") Extended Tip T-3 .70 A/R $1,249.00 S362 Extended Tip T-3 .55 A/R SS $1,299.00 S362 Extended Tip T-3 .70 A/R, T-4 .88 Open or T-4 .91 Divided $1,249.00 S364 Extended Tip T-3 .70 A/R, T-4 .88 Open or T-4 .91 Divided $1,450.00 S366 Extended Tip T-3 .70 A/R $1,450.00 S366 Extended Tip T-4 .88 Open or T-4 .91 Divided $1,050.40 BEP368R Extended Tip T-3 .70 A/R, T-4 .88 Open or T-4 .91 Divided $1,600.00 T-4 .83 A/R Add $150 $150.00 S366 XL Standard Cover (9") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,299.00 S368 Race Cover (9.5") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,599.00 T-4 w/ 87mm Turbine Wheel Add $300 Add $300 $300.00 S370 Billet Compressor Wheel Standard Cover (8") T-3 .55 A/R SS or T-3 .70 A/R $2,099.00 T-4 .83, .88 A/R or .91 A/R Add $300 $300.00 S372 Standard Cover (9") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,112.00 S372 Race Cover (9.5") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,599.00 S372 Small Cover (8") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,699.00 T-4 w/ 87mm Turbine Wheel Add $300 $300.00 S374 Standard Cover (9") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,112.00 S374 Race Cover (9.5") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,599.00 T-4 w/ 87mm Turbine Wheel Add $300 $300.00 S380 Race Cover (9.5") T-4 .90 A/R, 1.00 A/R, 1.10 A/R or 1.25 A/R 83mm TW $1,699.00 T-4 w/ 87mm Turbine Wheel Add $300 $300.00 S400 Series Turbochargers S468 Race Cover (9.5") T-6 .90, 1.00, 1.10 A/R 83mm TW or 1.32 A/R 96mm TW $1,499.00 S472 Standard Cover (9") T-6 1.32 A/R 96mm TW $899.00 S472 Standard Cover (9") T-6 .90, 1.00, 1.10, 1.25 A/R 83mm TW $1,199.00 Race Cover option (9.5") Add $300 $300.00 T-6 1.10 A/R w/ 87mm TW Add $300 $300.00 S475 Standard Cover (9") T-6 1.32 A/R 96mm TW $899.00 S475 Standard Cover (9") T-6 .90, 1.00, 1.10, 1.25 A/R 83mm TW $1,199.00 Race Cover option (9.5") Add $300 $300.00 T-6 1.10 A/R w/ 87mm TW Add $300 $300.00 S480 BW Cover (9.5") T-6 1.32 A/R 96mm TW BW Box unit $1,308.21 S480 Race Cover (9.5") T-6 1.32 A/R 96mm TW $1,399.00 S480 Race Cover (9.5") T-6 .90, 1.00, 1.10, 1.25 A/R 83mm TW $1,399.00 T-6 1.10 A/R w/ 87mm TW Add $300 $300.00 S487 87mm compressor 98/108mm turbine T-6 1.45 A/R $1,999.00 S491 91mm compressor 98/108mm turbine T-6 1.45 A/R $2,199.00 S595 95mm compressor 98/108mm turbine T-6 1.15 or 1.45 A/R BW Box unit $2,046.98 S598 98mm compressor 98/108mm turbine T-6 1.15 or 1.45 A/R $2,999.00 Diesel Upgrade Turbochargers 2nd or 3rd Gen Cummins Upgrades S362 - 65 - 12 or 14cm $1,599.00 S362 - 71 - 12 or 14cm $1,699.00 S362 - 65 - 13cm SS $1,899.00 S362 - 71 - 13cm SS $1,999.00 S364 - 65 - 12 or 14cm $1,599.00 S364 - 71 - 12 or 14cm $1,699.00 S364 - 65 - 13cm SS $1,899.00 S364 - 71 - 13cm SS $1,999.00 S366 - 71 - 12 or 14cm $1,699.00 S366 - 74 - 12 or 14cm $1,799.00 S366 - 71 - 13 or 16cm SS $1,999.00 S366 - 74 - 13 or 16cm SS $2,099.00 BEP368R - 71 - 12 or 14cm $1,899.00 BEP368R - 74 - 12 or 14cm $1,999.00 BEP368R - 71 - 13 or 16cm SS $2,199.00 BEP368R - 74 - 13 or 16cm SS $2,299.00 For Duramax add Pedestal $399.00 Cummins Twin Kits 12V 2nd Gen Twin piping kit $2,399.00 24V 2nd Gen Twin piping kit $2,299.00 3rd Gen CR Twin piping kit $2,399.00 Bottom Chargers for Twin Kits S475 Standard Cover (9") T-6 1.32 A/R 96mm TW $899.00 S475 Race Cover (9.5") T-6 1.32 A/R 96mm TW $1,199.00 S480 Race Cover (9.5") T-6 1.32 A/R 96mm TW $1,399.00 I can also get the Bullseye Power T04E and T04B turbos. The only real advantage over standard Garrets is their stainless steel turbine housings will never crack, rust or break. They are only available in .55 AR size though.
I thought he said those were retail prices? I am very confused as well. I dont know anything about those turbos...It might as well be a list of a bunch of letters and numbers.
Those are MSRP. That is just if someone wanted to buy the turbo for a project or something. If you have any questions, feel free to ask.
Mike, what do you think of the S300 SX 83.75 as I was looking to go twin scroll? Do you think it could work for what I wanna do?
The extended tip turbos build boost faster and spool up faster. The non-extended tip turbos are just standard wheels. In theory the extended tip wheels make the borg warner turbos able to spool so much faster than standard turbo wheels.
And just like the retail on the GT35R is $1500+- but you can get them for $1299, the retail on these is $1299, but I can sell them for less for WRXAtlanta.com members. But the only place I saw a GT35R with the Tial vband housing, it listed at $1513 with the tial housing+shipping.
Someone is offering a heck of a deal then. But I can still beat it with a turbo that should spool as fast or faster and outflow the 35r (73 lb/hr ish vs 63ish)
Sweet. I'm waiting on Sonny's results. I've been researching the crap out of Borg Warner and I'm liking what I see.
Sonny's turbo does not really match up against the 35R so much as the 30R. Ghost's turbo is closer to the 35R, although it will flow more than a GT4088R.
I am not great at photo shop and all that, but here was the best overlay I could get of the S256 that is going on Sonny's car vs. a GT3071R
The S256 are not as efficient under 7 psi like the GT30R, but they more than make up for it above...which is where we need it with 4 cylinder motors trying to make hp!
After checking cost on that turbu with the Tial V-Band housing, You better jump on that deal. I can get Garret turbos at a huge discount because the company I get them through orders about 30-50 at a time.
I know that's a deal but I still have to source the piping. Also I don't think I want to go 35r. That's gonna put me well over 500 hp and that's breaking stock rod territory although many haven't but again many have. Waiting on Sonny's car. VERY interested in the characteristics on that turbo. Mike, can we trust you to not only provide dyno charts (several pulls ) but also provide boost information if you can log it?
You can come watch if you want. (Long drive though ) I am not sure if they have the sensor to log boost on there yet. I know the dyno has an input for it. Hell, it has inputs to monitor up to 8 individual EGT probes and about 30 other parameters, but I do not believe they have all the sensors at this point. I think the only inputs they have currently are the RPM and wideband. They are planning on getting an OBDII port that connects to the car that can pull a variety of inputs directly from the computer, but I do not believe they will have that by the time we tune Sonny's car.
Cool. You can tell boost sorta by the dyno plot. Just try to make a concious effort to when it hit's certain levels of boost at what rpm. I'm VERY interested in a BORG warner S256. I've decide NOT to do the GT35R.....it's just too much for my daily 60 miles a day car.
I can post some logs when I am done if you like. As a note of caution though, these turbos are over a 30R and quite close to the 35R...but then you can always turn down the boost if it is too much for you
You know I didn't realize how heavy these turbo's are. You think the rotated kits are gonna hold up? Many of the rotated kits using the much lighter Garrett units are cracking due to the weight (newer kits have supporting braces to fix that).
Being that you are building a motor, a 35r is nice on a pump gas tune for a daily driver IMHO. Quite fun on the street.
Yeah but if you aren't gonna push it no point. 30r with max potential gives a wider and better powerband than a 35r barely pushed.
Yes, we are using a bracket to hold the turbo in place. I really don't think it will be an issue. But, on the off chance that any of our exhaust components crack or break due to any form of default we will repair them for free.
Why do an all out motor build if you aren't going to push it. A stock STI motor can handle what a 30r has to give for the most part.
You can't push more than 400 hp on a hybrid reliably with stock pistons. Ringlands tend to start failing due to the higher compression. I'm not building an all out motor. Just forged pistons, light port work, and cams.
There are a number of cars putting that down with no issues. But then some do. We can always do a compression test on the engine before we tune it. But I think we can keep it around 400-425.
Chances are high. LiquidForce grenaded his twice but he was also running a bit more compression than you are since he was using the wrong head gaskets.
Sonny is also running Sti head gaskets. But, I think as long as we keep it reasonable it should be fine. The key is cylinder pressure. We may have to run a little less boost and timing to keep cylinder pressure the same as it would be with the sti heads. There are quite a few non-built Sti's running around with GT30's and GT35's. Hell, Doug's 08 is making 424 hp at the wheels.
Mike wasn't running STi head gaskets when he was first going hybrid. He used to run the 2.5RS gaskets which instead of compression being 8.8:1 it was 9.2:1 or more.
Ah, ok, I thought Mike was running the RS gaskets to lower the compression down closer to stock. We will see how it compares to other GT30R setups. One bad part is that the dyno is different. All I can go off of it what other cars have made on it. Not sure if there has been a GT30R Sti on that dyno. Cars that normally make 375 made around 320-325 on the Land and Sea.
The head gasket quench vs compression ratio thing is a hotly debated topic. Some people prefer the Sti gaskets and having a better quench with higher compression, others prefer the other gaskets on the market and having lower compression but worse quench.
Yes it is. But LiquidForce is living proof along with the many that WJM has done with STi gaskets. Of all the guys I personally know that did the hybrid with Cometics, they eventually failed in the long run. STi gasket guys are running them on to 100K miles.
I agree. I prefer a bit higher compression ratio and better quench. I don't recall what Mike is running currently. But I think he went with different heads and Sti gaskets. The heads I believe lowered his compression ratio though.
He's at 8.8:1 CR. His heads are the same as WRX heads but with bigger ports and valves and cams. The quench is essentially the same.
Ok so basically Evo compression ratio I know a lot of the built motors in Japan pump up the compression to 9:1. Of course they do have higher octane gas I believe.
I don't know why i was thinking hybrid ratio with STI head gaskets is 9.1:1, so should be about 8.8:1(?). I'll be more than happy with that much whp for now because i know that's no were close to potential of the turbo and leaves room for future, but i think for regular driving i'll need a lower boost map. Is that going to be max limit for e85 also?
While they're related, I would watch the boost pressures as much as the CR. While these turbos have SICK compression maps, they really come to life at high pressures. 20psi is the starting ground for these monsters...a built block that can sustain 30psi of boost (without blowing out the fender wells) will absolutely scream!
i am gonna start on building a motor as soon as i can....i like em screaming, especially 30psi+ lol. Oh this puppy will be screaming too tho . On pump gonna play it safe 18psi regular, 22psi max, and 24psi e85...more if safer. I got 9k on the new motor and new heads def don't want it take a crap yet lol.
We'll see what happens. Boost is a concern as this is almost a point higher compression than your 2.0 Coolrex. As stated by 07LTD it is a combination of a lot of factors...cylinder pressure is compression, boost and timing. All contribute to the overall cylinder pressure. Of course detonation is what really drives it up and that more than anything is what I am trying to avoid. The octane limitation of the 93 octane is going to determine what we can and can't run on this car. I really don't want to run much over 400 right now due to the bottom end. But even at 400 I expect it to be a very fun car to drive.