Bw s400sx 75mm
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On The Tree
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From: Houston
Bw s400sx 75mm So yesterday was the day that my buddies and I decided to rip apart my junk yard 5.3 liter turbo build for my 1999 Pontiac Firebird. Like most Grease Monkeys with tools we are able to disassemble the entire pull up motor within about 45 minutes. However the sad part is that when we ripped it apart we come to find out that it is actually a 4.8 and not a 5.3. This put us in an interesting predicament since our entire build plan was around the potential of a 5.3 with twin turbo. But since then I have decided to dub it operation SS Fury for Short Stroke Fury. The bottom end is going to be stock and rebuilt the upper and lower piston rings will be capped accordingly roughly 23 thousands. Heads are a 317 head with upgraded Springs and rocker trunnion upgrade upgraded pushrods and lifters with a comp cam turbo camshaft. I have recently found a Borg Warner S400 SX 75 millimeter turbo that looks quite nice and produces power between 500 and 1000 horsepower my question is is this 75 millimeter intake and 88 millimeter exhaust going to work and fit my bill project
Last edited by OxTheGreat; Mar 13, 2017 at 05:14 PM.
Gotta watch the specs. Borg "names" their turbine by the major side of the wheel while most others use the exducer size. For example, my s475 is known as a 75/83 when in fact the exducer is only 74 mm. So it would be more like a 75/74. The "88" wheel you're looking at might be an 87 which is a fairly common wheel. However, the exducer might be 78 or so.
Thread Starter
On The Tree
Joined: Mar 2017
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From: Houston
Gotta watch the specs. Borg "names" their turbine by the major side of the wheel while most others use the exducer size. For example, my s475 is known as a 75/83 when in fact the exducer is only 74 mm. So it would be more like a 75/74. The "88" wheel you're looking at might be an 87 which is a fairly common wheel. However, the exducer might be 78 or so.
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I'm running a billet S475/83 T4 1.10 on my 4.8 with 317 heads. It jams for what it is.
Here's a video I took the other day at 14psi, 14* on 91 only.
https://youtu.be/mnIvnxX-ZOY
Here's a video I took the other day at 14psi, 14* on 91 only.
https://youtu.be/mnIvnxX-ZOY
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I think you’ll have a tough time lighting that 1.32 T6 turbo with a 317 headed 4.8. Do you have a trans brake? I’d be curious to see if it’s possible! Run a 2” divided hot side for sure. It will help.
Couple options.
1.) Run the small valve 4.8 head over a 317 to get your compression back up.
2.) Mill the 317 .030 or so. Should get you around a 65-66cc chamber which would help... still not as good as the 61cc chamber 4.8 head.
3.) Could also spray it with a 50 shot if it won’t get going.
4.) Run the smaller t4 S475 or similar T4 turbo. Vs racing has a few that are pretty cheap.
Couple options.
1.) Run the small valve 4.8 head over a 317 to get your compression back up.
2.) Mill the 317 .030 or so. Should get you around a 65-66cc chamber which would help... still not as good as the 61cc chamber 4.8 head.
3.) Could also spray it with a 50 shot if it won’t get going.
4.) Run the smaller t4 S475 or similar T4 turbo. Vs racing has a few that are pretty cheap.
Thread Starter
On The Tree
Joined: Mar 2017
Posts: 185
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From: Houston
I think you’ll have a tough time lighting that 1.32 T6 turbo with a 317 headed 4.8. Do you have a trans brake? I’d be curious to see if it’s possible! Run a 2” divided hot side for sure. It will help.
Couple options.
1.) Run the small valve 4.8 head over a 317 to get your compression back up.
2.) Mill the 317 .030 or so. Should get you around a 65-66cc chamber which would help... still not as good as the 61cc chamber 4.8 head.
3.) Could also spray it with a 50 shot if it won’t get going.
4.) Run the smaller t4 S475 or similar T4 turbo. Vs racing has a few that are pretty cheap.
Couple options.
1.) Run the small valve 4.8 head over a 317 to get your compression back up.
2.) Mill the 317 .030 or so. Should get you around a 65-66cc chamber which would help... still not as good as the 61cc chamber 4.8 head.
3.) Could also spray it with a 50 shot if it won’t get going.
4.) Run the smaller t4 S475 or similar T4 turbo. Vs racing has a few that are pretty cheap.
They make a 1.10 T6 housing for that turbo, that would help too. But it’s not cheap.
Really nitrous isn’t a bad option for a drag car with trans brake. By the time you weigh the cost of everything else… you can grab a used bottle and solenoid for $200 or less. Plumb in a 60-80 shot and hit it on the trans brake for about 1 second and shut it off. Bottle lasts forever that way and it plain works. Cheaper than head work, smaller turbo housings, looser converters etc… That way you can run the large housing and have less back pressure. Should make more power per pound of boost with the 1.32 housing too. My 4.8 was setup with about a 60 dry shot. System came on at 3200 and was off by 3600 rpm or so. After that it made boost on its own. Ran a really tight 9.5” converter. That was with the small valve heads and 1.24 T4 S476.
Really nitrous isn’t a bad option for a drag car with trans brake. By the time you weigh the cost of everything else… you can grab a used bottle and solenoid for $200 or less. Plumb in a 60-80 shot and hit it on the trans brake for about 1 second and shut it off. Bottle lasts forever that way and it plain works. Cheaper than head work, smaller turbo housings, looser converters etc… That way you can run the large housing and have less back pressure. Should make more power per pound of boost with the 1.32 housing too. My 4.8 was setup with about a 60 dry shot. System came on at 3200 and was off by 3600 rpm or so. After that it made boost on its own. Ran a really tight 9.5” converter. That was with the small valve heads and 1.24 T4 S476.
If you have a trans brake, two step, bump box and a C02 boost controller I'd go with the S475 T6 1.32 96mm. With the trans brake, two step, bump box and CO2 boost controller and the right converter (I HIGHLY recommend Dusty Bradford for a 9.5" PTC) you'll have no issues building boost and cutting good short times.
Are you going to run race fuel, or pump fuel? I also second the idea of the 4.8 heads to get the compression back up, OR going with a set of 243/799 heads and milling them down to 58cc. You'll have plenty of P to V even with the milled heads as the turbo camshaft will be light on overlap and give you plenty of clearance.
I'd be glad to help you get everything sorted out.
Are you going to run race fuel, or pump fuel? I also second the idea of the 4.8 heads to get the compression back up, OR going with a set of 243/799 heads and milling them down to 58cc. You'll have plenty of P to V even with the milled heads as the turbo camshaft will be light on overlap and give you plenty of clearance.
I'd be glad to help you get everything sorted out.
Thread Starter
On The Tree
Joined: Mar 2017
Posts: 185
Likes: 0
From: Houston
If you have a trans brake, two step, bump box and a C02 boost controller I'd go with the S475 T6 1.32 96mm. With the trans brake, two step, bump box and CO2 boost controller and the right converter (I HIGHLY recommend Dusty Bradford for a 9.5" PTC) you'll have no issues building boost and cutting good short times.
Are you going to run race fuel, or pump fuel? I also second the idea of the 4.8 heads to get the compression back up, OR going with a set of 243/799 heads and milling them down to 58cc. You'll have plenty of P to V even with the milled heads as the turbo camshaft will be light on overlap and give you plenty of clearance.
I'd be glad to help you get everything sorted out.
Are you going to run race fuel, or pump fuel? I also second the idea of the 4.8 heads to get the compression back up, OR going with a set of 243/799 heads and milling them down to 58cc. You'll have plenty of P to V even with the milled heads as the turbo camshaft will be light on overlap and give you plenty of clearance.
I'd be glad to help you get everything sorted out.
Cam specs are 230/230 @ 050 .600/.600 lsa114°
Pac 1218 springs
5/16 7.400 push rods
Trunnion upgrage
Warlbro 450LPH
88lb injectors
Running E85 or E98 (if i find it easily)
A good C02 boost controller I prefer and have used on my own personal car in the past is the Boost Leash from Leash Electronics. It commands a given dome pressure on the wastegate via C02 pressure from a C02 source such as a tank and regulator. It has up to 5 stages of time based boost control and can be controlled based on gate pressure, time and rate. It has a launch stage activated by a trans brake input, and once the trans brake input is released it starts your programmed 1-5 stage boost control. It can also be ordered with a built in bump box which Leash calls their "pulse leash". They sell this as a Boost leash/Pulse Leash combo which is a 2 in 1 controller.
If you like the increased port flow of the 317 and the added compression of the 862, go with a milled (58cc) 799 or 243 head. This will give you the best of both worlds.
That cam is a little big for a 4.8 even with a 96mm turbine S475. I would do something more like this: 224/224 .595/.587 114+4
If you like the increased port flow of the 317 and the added compression of the 862, go with a milled (58cc) 799 or 243 head. This will give you the best of both worlds.
That cam is a little big for a 4.8 even with a 96mm turbine S475. I would do something more like this: 224/224 .595/.587 114+4
Thread Starter
On The Tree
Joined: Mar 2017
Posts: 185
Likes: 0
From: Houston
A good C02 boost controller I prefer and have used on my own personal car in the past is the Boost Leash from Leash Electronics. It commands a given dome pressure on the wastegate via C02 pressure from a C02 source such as a tank and regulator. It has up to 5 stages of time based boost control and can be controlled based on gate pressure, time and rate. It has a launch stage activated by a trans brake input, and once the trans brake input is released it starts your programmed 1-5 stage boost control. It can also be ordered with a built in bump box which Leash calls their "pulse leash". They sell this as a Boost leash/Pulse Leash combo which is a 2 in 1 controller.
If you like the increased port flow of the 317 and the added compression of the 862, go with a milled (58cc) 799 or 243 head. This will give you the best of both worlds.
That cam is a little big for a 4.8 even with a 96mm turbine S475. I would do something more like this: 224/224 .595/.587 114+4
If you like the increased port flow of the 317 and the added compression of the 862, go with a milled (58cc) 799 or 243 head. This will give you the best of both worlds.
That cam is a little big for a 4.8 even with a 96mm turbine S475. I would do something more like this: 224/224 .595/.587 114+4
I was looking at the Leash CO2 controller, its nice
It would be better suited for at least a LS1 with a S476 billet wheel or S480 cast wheel. It would work well in a 6.0 with either turbo as well.
A 5.3 with the S475 T6 1.32 96mm I wouldn't go bigger than 226/226 114+3 and a LS1 no bigger than 228/228 114+3.
It's mainly the short 3.270" stroke of the 4.8, it has drastically different valve event requirements than a 3.622" stroke 5.3, 5.7 or a 6.0.
A 5.3 with the S475 T6 1.32 96mm I wouldn't go bigger than 226/226 114+3 and a LS1 no bigger than 228/228 114+3.
It's mainly the short 3.270" stroke of the 4.8, it has drastically different valve event requirements than a 3.622" stroke 5.3, 5.7 or a 6.0.
Thread Starter
On The Tree
Joined: Mar 2017
Posts: 185
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From: Houston
It would be better suited for at least a LS1 with a S476 billet wheel or S480 cast wheel. It would work well in a 6.0 with either turbo as well.
A 5.3 with the S475 T6 1.32 96mm I wouldn't go bigger than 226/226 114+3 and a LS1 no bigger than 228/228 114+3.
It's mainly the short 3.270" stroke of the 4.8, it has drastically different valve event requirements than a 3.622" stroke 5.3, 5.7 or a 6.0.
A 5.3 with the S475 T6 1.32 96mm I wouldn't go bigger than 226/226 114+3 and a LS1 no bigger than 228/228 114+3.
It's mainly the short 3.270" stroke of the 4.8, it has drastically different valve event requirements than a 3.622" stroke 5.3, 5.7 or a 6.0.
The 4.8 is just a different deal altogether because of the much shorter stroke. It's like putting a cam designed for a 4.000" stroke LS engine into an engine with a 3.622" stroke.
I have a few that can be used in 4.8 and 5.3 applications, but they use different turbos. Such as a 4.8 with a S475 T6 1.32 96mm in a 3200 lb. car uses the same cam as a 5.3 with a S475 T4 1.10 83mm in a 3400lb car etc.
I would be glad to supply you with the appropriate camshaft if you do not go the Comp Cam route.
I have a few that can be used in 4.8 and 5.3 applications, but they use different turbos. Such as a 4.8 with a S475 T6 1.32 96mm in a 3200 lb. car uses the same cam as a 5.3 with a S475 T4 1.10 83mm in a 3400lb car etc.
I would be glad to supply you with the appropriate camshaft if you do not go the Comp Cam route.
Thread Starter
On The Tree
Joined: Mar 2017
Posts: 185
Likes: 0
From: Houston
The 4.8 is just a different deal altogether because of the much shorter stroke. It's like putting a cam designed for a 4.000" stroke LS engine into an engine with a 3.622" stroke.
I have a few that can be used in 4.8 and 5.3 applications, but they use different turbos. Such as a 4.8 with a S475 T6 1.32 96mm in a 3200 lb. car uses the same cam as a 5.3 with a S475 T4 1.10 83mm in a 3400lb car etc.
I would be glad to supply you with the appropriate camshaft if you do not go the Comp Cam route.
I have a few that can be used in 4.8 and 5.3 applications, but they use different turbos. Such as a 4.8 with a S475 T6 1.32 96mm in a 3200 lb. car uses the same cam as a 5.3 with a S475 T4 1.10 83mm in a 3400lb car etc.
I would be glad to supply you with the appropriate camshaft if you do not go the Comp Cam route.