RV6 R660 drop in turbo T 51 R mod W carbon fiber inlet

Description

We have already made over 585 on the regular 660 series and this not only adds that great sound it makes more hp and Torque.

almost 2 years of development and 3 revisions we are happy to offer a Antisurge/T51R Mod compressor cover with a carbon fiber inlet for the R660. This compressor cover will need to use a RV6 inlet pipe and elbow to function properly due to larger size. The inlet pipe is only compatible with PRL race/big bore MAF housing.

Our main goal of the R660 RED was to develop a robust and reliable turbocharger. First step to this was ditching the stock sized TD04 format. The TD04 design is popular amongst OE turbochargers for its small compact size and quick response. However trying to squeeze more than 400HP from such a small turbo is difficult to do reliably and comes at the cost of shortened life. In order to achieve our goals we needed to over build and upsize everything.

We built the R660 around a TD05 bearing housing. The TD05 bearing housing is about twice the size of the TD04. This allowed us to use a full sized 8mm ceramic ball bearing for quick spool and increased thrust loads. In order to keep everything cool and reliable. We oversized the coolant passages and used -10AN coolant lines ample cooling.

With a larger TD05 bearing housing we were able to implement a turbine housing with an A/R of 0.81. This significantly reduces the amount of back pressure between the turbo and engine. The solve many issues with unstable boost and overheating.

For the compressor and turbine wheels, we chose the newest technology with FEA optimized blade designs. The compressor wheel is a lightweight point milled forged billet design. While Inconel turbine wheels and shafts are normal with OE turbochargers. We know these turbos will be subjected to some of the harshest conditions. At great expense we chose a MAR-M Super Alloy turbine wheel and shaft. This super alloy can tolerate higher temperatures and loads.

Compressor
Inducer 54mm
Exducer 67mm

Turbine
Inducer 54mm
Exducer 49mm
A/R 0.81

Features
AntiSurge/T51R Mod Compressor Cover
76mm inlet compressor cover
80mm inlet pipe
Direct drop in design
Oversized 8mm dual ceramic ball bearing
Oversized TD05 bearing housing and coolant passages
MAR-M Super Alloy Turbine wheel
High temperature high silicon turbine housing
Light weight billet point milled compressor wheel
-10 AN coolant lines and fittings
Optimized FEA analysis design

Includes
R660AS Turbocharger
76mm outlet inlet pipe elbow
82mm Carbon fiber inlet pipe
Coupler to race/big bore MAF housing
All hardware and gaskets needed for installation
M10x1.25 Titanium Stud Set (4) with Safety Wire
RV6 Bypass Valve

Requires
FK8/FL5/DE5 Wastegate Actuator

If you are after the highest quality drop in turbo that makes great power and doesn’t have backpressure issues look no further. The turbo is a ground up design with an oversized CHRA for durability, larger exhaust housing to reduce back pressure, point milled billet compressor wheel and the brand-new MAR M alloy turbine wheel. The turbo comes with oversized water lines and large AN fittings to ensure the turbo gets plenty of coolant flow. We managed 551whp on our FK8TD fuel system and it was repeatable again and again unlike other drop in turbos. Also, this was done on only 31 psi. This amount of power with this lower boost pressure level is due to the exhaust turbine housing flowing more reducing backpressure and cylinder heat. Other manufacturers kept the turbine housing entirely too small turbine housing causing pressure to back up and the heat generated creates a loss in ignition timing and becomes really evident when doing back-to-back runs on the Dyno. The higher backpressure of other drop in turbos can lead to valve float at higher RPM and the high heat trapped from the back pressure can damage valve guide seals, and with enough heat can cause piston damage from poor removal of the exhaust gasses from the cylinders.

With proper tuning from FK8TD.COM the spool difference between this turbo and a P600 is only 200 rpm later. Also thanks to less back pressure we were able to rev the engine to 7800 to greatly enhance the power range with no power drop off above 6800 unlike the P600. This essentially adds 1000 RPM of greater power over the P600.

For a direct boost pressure comparison, the P600 needed 33psi to make 530-535whp on the same exact car. Again, the higher boost needed to make power is due to backpressure. While their new design adds a larger compressor wheel it still doesn’t resolve the backpressure issue. The cars that make really big horsepower usually have a 1:1 back pressure ratio which leads to best turbo efficiency. Having a 2:1 backpressure at 28 psi at 6800 just doesn’t work for efficiency on these engines, which is where other drop in turbos start to fall short. The Stock camshafts can make power past 7500 rpm.