66mm S300SX 9180 Turbo – S366


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BorgWarner S300SX 9180 Turbo

The S300SX 9180 is the original S366 performance turbo. This turbo put BorgWarner/Airwerks’ on the map due to it’s massive boost performance with excellent fitment and value. It uses a 7-blade Extended Tip compressor wheel w/ 66mm inducer & 91mm exducer rated at 82lb/min. 4″ Ported shroud Inlet, 3″ outlet compressor housing. Turbine side is a 80mm inconel turbine wheel which shares blade aero. Journal Bearing and Oil Cooled only (watercooling and BB CHRA not applicable). FULL RACE RECOMMENDS MODIFYING THE TURBINE HOUSING TO 3″ VBAND. (this allows for fitment identical to 40R, letting you swap between any t4 turbocharger with 3″ vband outlet and guarantees perfect fitment to Full-Race turbo kits).

Application Notes:

  • 3AN oil feed line is recommended. If -4AN or larger is used, an oil restrictor is required (just like GT turbos).
  • Available with 90 degree compressor outlet

Nissan RB26 S300SX 9180 .91 a/r:

  • Nissan 2.6L RB26 motor, stock port head and bottom end
  • Full-Race twin scroll T4 turbokit
  • Twin Tial 44mm wastegates
  • Borg Warner S300SX 91-79 (66mm compressor wheel)
  • 4″ dp/4″ exhaust, 3″ charge pipes
  • Tial 50mm bov
  • drop-in 260 cams
  • AEM EMS Tuned at 25psi on E85:

Honda B-series S300SX 9180 .91 a/r

  • Honda 1.9L ls/vtec motor
  • S2 Pro 1 all motor cams
  • Full-Race twinscroll T4 turbokit
  • Twin Tial 44mm wastegates
  • Borg Warner S300SX 91-79 (66mm compressor wheel)
  • 4″ dp/4″ exhaust, 3″ charge pipes
  • Tial 50mm bov
  • Bosch 1600cc injectors
  • Aeromotive a1000 fuel pump & fuel pressure regulator
  • Hondata s300 Tuning at 14psi on 93 octane and 29psi on C16

Toyota Supra 2Jz S300SX 9180 .91 a/r

Below are pictures of the singlescroll version of the turbocharger

Borg Warner Turbocharger Troubleshooting Guide

About Twin Scroll: Twin scroll turbo system design addresses many of the shortcomings of single scroll turbo systems by separating those cylinders whose exhaust gas pulses interfere with each other. Similar in concept to pairing cylinders on race headers for N/A engines, twin-scroll design pairs cylinders to one side of the turbine inlet so that the kinetic energy from the exhaust gases is recovered more efficiently by the turbine. For example, if a four-cylinder engines firing sequence is 1-3-4-2, cylinder 1 is ending its expansion stroke and opening its exhaust valves while cylinder 2 still has its exhaust valves open (while in its overlap period, where both the intake and exhaust valves are partially open at the same time). In a single scroll AKA undivided manifold, the exhaust gas pressure pulse from cylinder 1 is therefore going to interfere with cylinders ability to expel its exhaust gases,rather than delivering it undisturbed to the turbos turbine the way a twin scroll system allows.

The result of the superior scavenging effect from a twin scroll design is better pressure distribution in the exhaust ports and more efficient delivery of exhaust gas energy to the turbochargers turbine. This in turn allows greater valve overlap, resulting in an improved quality and quantity of the air charge entering each cylinder. In fact, with more valve overlap, the scavenging effect of the exhaust flow can literally draw more air in on the intake side while drawing out the last of the low-pressure exhaust gases, helping pack each cylinder with a denser and purer air charge. As we all know, a denser and purer air charge means stronger combustion and more power. But the benefits of twin scroll design don�t end there. With its greater volumetric efficiency and stronger scavenging effect, higher ignition delay can be used, which helps keep peak combustion temperature in the cylinders down. Since cooler cylinder temperatures and lower exhaust gas temperatures allows for a leaner air/fuel ratio, twin scroll turbo design has been shown to increase turbine efficiency by 7-8 percent (faster spool, quicker response) and result in fuel efficiency improvements as high as 5 percent. It is wise to size the turbine housing A/R larger than the single scroll turbine A/R typically used!

Additional Information:

  • Max warm oil pressure: 5 bar (73.5psi)
  • Max cold oil pressure: 8 bar (118psi)
  • When starting a fresh engine build or in extremely cold climates – oil pressure must reach 0.5bar (7.2psi) within 4 seconds maximum.
  • Do not load the engine with full boost and WOT until full operating oil pressure is present
  • Do not load the engine with full boost and WOT if any boost leaks are present (this can result in turbocharger overspeed)

For additional information and/or related questions, feel free to contact us.

  • (866) Full-Race
Weight 40 lbs
Dimensions 15 x 15 x 15 in

1600 Deg. Silver ($85), 2000 Deg. Black ($+85.00), None

Turbine Housing

T3 Open 0.70 A/R ($398), T4 Single Scroll .88 A/R ($0), T4 Twin Scroll .91 A/R ($0), T4 Twin Scroll 1.00 A/R ($159), T4 Twin Scroll 1.10 A/R ($391)

V-Band Options

3″ Marmon flange, 3″ V-Band ($150)


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