We at VeloTech are a BorgWarner turbo distributor, and we're fortunate enough to have sufficiently strong ties to the factory that we will be receiving Works/Challenge turbochargers yet this year. Because we're buying direct from Germany, the price is a bit high (approx $1,350), and I was trying to get an idea of how much interest there would be in this product.

Additionally, we're going to be offering our own custom turbo good for about 225-240 bhp. We will initially offer only the turbo itself, but we're hoping to partner with someone who does engine management so we can offer a package.

Stay tuned...
Lee

 

cool....Alta is gonna release ecu tune stuff in the next month I believe, and I'm sure it's gonna be top notch.

 

Interested!

 

Yes the ECU is set to release Nov. 1st-5th. And the turbo upgrade (an actual turbo, not the products surrounding it) should be available by the end of November as a bolt on. This is a bolt on kit that we have had "done" for some time. This was pending software requirements that we are now solving as we speak. The system (with supporting mods, exhaust etc.) should be in the 300 HP range.

Thanks for the poke Scott48!

 

......:impatient

 

If your turbo had decent gains 1350 isn't an issue at all.

 

any idea on what BW turbo? K04, K16?

 

Arent BW k series turbos Journal bearing not ball bearing? Why not go will a Garrett GT25 or 28 series?

 

agree with you, but this just opens up more options for people.
and much more affordable turbo upgrade and a bit more tame for a daily driver.


options are good for people.

 

The OE turbo as well as the Works/Challenge turbo is a K03. It has similar guts to a K04, but smaller, lighter rotors.

The factory rates the Works/Challenge at about 210 bhp, but as always, that includes software changes to extract the maximum.

Yes, BW (K-Series) turbos use standard journal bearings. We are also using Garrett turbos for various applications, and the ball bearings do offer improved response (no change in power, etc). THe primary advantage to staying with the K product is that it is a direct bolt-on to the exhaust manifold, and preserves the very unique twin volute turbine housing. No doubt a twin volute turbine housing that bolts to the MINI manifold will be available for Garrett at some point.

For interest, the purpose of the twin inlet housing is that the 2 smaller area passages keep the velocity of the exhaust gas higher, allowing higher momentum transfer at the wheel. Kind of like holding your thumb over the end of a garden hose. Doesn't do anything for max power, but helps the low end and transients a lot.

Lee

 

I wonder if the ball bearing tubo would quicken the spool and would be compareable to the twin inlet.....Bet it would be close!!

 

Do you have any compressor maps available or max flow rates?

-JL

 

how about a twin turbo set up?

 

Would that even fit? I think the car would benefit more from a good single turbo set-up...

 

+1

 

I'm soooo getting one of these setups!