jaluhn83
Full Access Member
This is intended to be the one shop stop for info on the HX35W turbo.... which means it'll probably veer off into cat videos and gm trucks within the first page, but at least I tried.... 
Swiped from http://www.dieselplace.com/forum/63-gm-diesel-engines/21-6-5l-diesel-engine/407774-holset-hx35-vs-hx40-vs-he351vgt-turbos.html
The Hx35 has a 8 blade and a 7 blade compressor version.
The 8blade hx35 is 56mm/2.204in at the compressor inducer. This can be sourced from a 1995-1998 Dodge trucks with a manual trans. The compressor flows 52 lb/min if you go by the compressor map.
The 7blade hx35 is 56mm/2.204in at the compressor inducer. This can be sourced from a 1999-2002 cummins with manual. The compressor flows 60lb/min.
The stock hx35 12cm^2 twinscroll turbine housing has a t3 mounting flange (what the 6.5 manifold has)
Similar is the hy35, it has a smaller turbine wheel than what the hx35 does. It doesn't have a divided housing like the Hx35 and is 9^cm2, but has the same 7 blade compressor wheel. If memory serves, it was on the 1999 - 2002 auto trans equipt cummins. (So it'll spool quicker, but you won't flow as much air on the turbine side)
9cm^2 - .48 A/R (HY35)
12cm^2 - .63 A/R (HX35)
16cm^2 - .83 A/R
From http://www.d-series.org/forums/forced-induction/120686-holset-turbo-specs-hy-hx-h1c-wh1c-h1e-wh1e.html
HX35:
The 8blade hx35 has a 56mm compressor inducer. This is found on 1995-1998 cummins manual pickups. The compressor flows 52 lb/min according to the compressor map. The bolton BEP housing (0.55 a/r) is enough to push the limit of the compressor. There's several 500whp 8blade hx35 cars out there with the bolt on housing. It reaches 20+psi by 3500rpms in 3rd with 272 cams. Smaller cams would equal a faster spool speed in most cases.
The 7blade hx35 has a 56mm compressor inducer. This is found on the 1999-2002 cummins manual pickups. The compressor flows 60lb/min according to the compressor map and logged results from a member here. The bolton BEP housing with the hx35 turbine wheel do not SEAM to have enough flow to really reach the potential of 60lb/min. But many have logged over 50lb/min so far and seen 500whp. The stock hx35 12cm^2 twinscroll turbine housing is a t3 flange housing. This mated to a NON-divided runner manifold has produced a 132mph trap speed with a full weight 1g AWD. This is about 600whp. So the flow is there with the stock housing if you use a non-divided manifold. The spool speed of the 7blade hx35 is similar to the 8blade hx35 with 20+ psi by 3500rpms in the bolton housing and by 4000rpms with the stock housing with a non-divided manifold.
HY35:
The hy35 has a smaller turbine wheel than the hx35. And, it has a turbine housing connection that does not allow for a bolton housing to be used. It does not have a divided housing so any t3 manifold can be used effectively with this turbo. It has the same compressor as the 7blade hx35. We don't know if te hy35 turbine wheel and housing is enough to reache the 60lb/min potential of the 56mm 7blade compressor. Some one try it out already!!! It should at least be a faster spooling viable option to the full t3/t4 50-trim.
H1C/WH1C:
In 1994, there was the Wh1c which has pretty much the identical compressor as the hx35 but with a Vband compressor cover. The turbine wheel is the same. It will bolt into the BEP bolton hx35 turbine housing. It has 4 bolts at the housing instead of 6. So you will need to buy 2 more bolts and use 6 washers cut to make a flat side. Honestly, I just used bolts that were cut a little short and the bolt head was wide enough to pull the chra to the turbine housing. No sealing issues. Since the Wh1c is for all practical purposes an 8blade hx35 the spool and flow is the same too.
I have the big h1c. It comes on the INTERCOOLED 1991-1993 cummins pickups. It has the webbing for MWE but no groove cut like the hx35/wh1c has. This turbo I term the big h1c because it has a 54mm compressor inducer and same exducer than the 8blade hx35/Wh1c. The other h1c is the small h1c found on the NON-intercooled cummins pickups. This has a 50mm inducer but only 7blades and has no webbing for MWE. Less blades helps flow, but so does a larger inducer diameter. The most whp ever recorded on a gas 4cylinder with the small h1c was done on a KA24 nissan: 411whp. Since the big h1c has a 4mm larger inducer and the same turbine wheel as the hx35, it is safe to say that it flows enough for between 411whp and 500whp. The diesel sources state that it flows SLIGHTLY less than the early hx35. So 4lb/min less than the 8blade hx35 puts the flow of the big h1c at 48-49lb/min right where a 50-trim or 20g is. The small bep housing is all that's needed to get the most from the compressor and the spool speed is 20+psi by 3500rpms.
HX35-40 hybrid:
Keeping the long tradition of the marriage of sportcompact and hybrid turbos, there is the hx35 turbine and the hx40 compressor. It is strongly recommended to use the large bep turbine housing or the stock hx35 turbine housing with an non-divided t3 manifold for this turbo. The small bep housing around a t31 size hx35 turbine wheel is probably not enough to merit any of the hx40 compressor wheel upgrades. 20+ psi by 4000rpms can be seen in the hx35/40 with the hx35 12cm^2 turbine housing with a non-divided t3 manifold. With the large bep housing, spool times are to be determined. But likely similar.
HX40:
The 8blade hx40 has a 58mm inducer and flows about the same as a 60-1 (around 60lb/min) with ALOT better high boost efficiency and spool speed. It is the most common hx40 out there. The small bep housing with the hx40 turbine wheel is plenty to reach the full potential of the 60lb/min 8blade hx40 compressor. 20+ psi by 4100rpms with 272s.
The 7 and 6 blade hx40 is called the super40 and has the 60mm compressor inducer. This compressor flows around 69lb/min. You can get this wheel in billet style (think HTA). The non-billet wheel spools as fast as the 8blade hx40 in the bolton bep housing and has done 653whp at 40psi per the holset results only thread. Billet should spool even faster. The t3 .70 a/r BEP housing slows spool about 400rpms. But reports show a significant gain in flow per psi. So expect more power at lower boost with that turbine housing.
H1E/WH1E:
The Wh1e is like it's little brother the Wh1c. It mirrors the hx40 8blade in every way except that it has a v-band compressor cover and a 4bolt chra-turbinehousing pattern. It will consequently bolt into the hx40 bep bolton turbine housing and this is plenty of flow to max out its 60lb/min compressor.
The h1e is like it's little brother the h1c. There are different size compressors. . . BUT there are also different size turbine wheels too. Check measurements before buying this turbo if you plan on running a BEP turbine housing. There are lower flowing compressors than the 58mm 8blade that are out there. So this turbo may not flow any more than an hx35 if get the wrong one. You need at least a 58mm compressor inducer for this to be a worthwhile turbo vs the proven hx35 or 8blade hx40.
HX52:
This is a big sucker. It is commonly found on the Volvo Semis and usually has a billet compressor wheel. It flows 88lb/min. There is no bolt on housing for it. If you want a bolton housing for this turbo, then you don't want this turbo. In fact if you want a t3 flange turbine housing for this turbo, then you don't want this turbo. You DO want this turbo if you're looking at a gt4294r or gt4202r. The turbine inlet is slightly different than a t4 bolt pattern. You can still get the t4 manifold to work just fine by enlarging the bolt holes.
Misc.:
* Holset's don't spool slow. They spool faster than their garrett or mitsubishi counterparts. Diesel exhaust is cold and slow moving.
* The holset turbine wheel is a work of art. It has been shown to flow very well in a very small turbine housing. For example the hx40 turbine wheel in the small .55 ar bep bolton housing flows as much as a garrett gt35r turbine wheel in a larger .63 ar garrett t3 turbine housing. The hx40 with this configuration spools about 500rpms faster! You can upgrade to the .70 a/r BEP t3 turbine housing and have the same or slightly faster spool speed as the above gt35r with ALOT more flow per psi and consequently more horsepower per psi. This makes for VERY good pumpgas numbers.
* Holset patented map width enhancement. They do not have extended tip technology, but there compressors show more efficiency than their garrett or mitsubishi counterpart.
* They have superback technology witch leads to VERY, VERY durable compressors. The are designed to be overworked and underpaid.
* There are discrepancies all over the web concerning the compressor maps. Take what you hear/read with a grain of salt and a shot of tequila, and the worm.
* The holset is fine with stock 4g63 oil pressure from the oil filter housing. If you have no b shafts, you'll need a restrictor. The drain line is a garret bolt pattern. The feed line is different for different turbos.
I had found a nice table of part numbers and boost setting some time ago, but can't fin it now. From what I recall, most of these are set in the 18-23psi range. My turbo is off a 98 and bench testing had the wastegate opening at ~20 psi, but in service it'd be a bit less but to backpressure across the wastegate. I'm seeing a max of ~18 psi but I can't really tell if that's the wastegate or just max boost for the rig.
Be wary of e-bay turbos, there are a large number of chinese junk HX35's showing up on there. Some good deals on OEM Holsets too, so just be careful. Also see if you can verify the Holset part number, there are a number off oddball turbos that I saw on there that may have been off generators or other applications.
The turbine inlet on the HX35 is a standard T3 flange, same as the Banks WG & non WG turbos and I *think* ATS & hypermax as well. The turbine exhaust appears to be a regular v-band flange similar to the Banks WG turbo, but it's not exactly the same - the HX is about 3/16" smaller diameter and the flange in thinner and flat faced rather than the taper on a standard v-band flange. I am not sure where to get a mating flange/band other than get a cummins downpipe/band and cobble it onto a ford down pipe. Option 'b' (which I used) is to remove the 5 bolts holding the turbine exhaust outlet plate to the actual housing and weld the downpipe right onto the flange, or alternatively you can purchase blank flanges with a hole precut to weld a pipe to. The overall dimensions of the turbine housing and location of the outlet flange relative to the inlet are very similar to the Banks WG, so the same pipe should work pretty well. The biggest problem would likely be the WG actuator, on the HX it sticks directly out from the housing perpendicular to the inlet flange and I think would cause serious interference issues with the rear of the intake in the stock location.
The HX oil drain flange is the same as the Banks WG turbo and I think the non wg as well. I believe this is a standard t3 flange drain fitting. The feed on the turbo I have took some work to adapt - the Banks WG unit uses a NPT thread (1/4) whereas the HX is a banjo bolt, I think 1/2" UNF, maybe 9/16. The Banks stock oil feed line is a AN-4 flare fitting. I expect it would not be hard to find an adapter. I wound up making an adapter by welding an AN-4 fitting to a short bolt with a center drilled hole and it's worked well.
The HX compressor side uses a 4" intake vs 3" on the Banks WG. The outlet appears to be a 2 1/2" v-band flange. I was able to use a 2 1/2" silicone hose and hose clamp on mine since I was unable to find the v-band flange for a reasonable price.
Swiped from http://www.dieselplace.com/forum/63-gm-diesel-engines/21-6-5l-diesel-engine/407774-holset-hx35-vs-hx40-vs-he351vgt-turbos.html
The Hx35 has a 8 blade and a 7 blade compressor version.
The 8blade hx35 is 56mm/2.204in at the compressor inducer. This can be sourced from a 1995-1998 Dodge trucks with a manual trans. The compressor flows 52 lb/min if you go by the compressor map.
The 7blade hx35 is 56mm/2.204in at the compressor inducer. This can be sourced from a 1999-2002 cummins with manual. The compressor flows 60lb/min.
The stock hx35 12cm^2 twinscroll turbine housing has a t3 mounting flange (what the 6.5 manifold has)
Similar is the hy35, it has a smaller turbine wheel than what the hx35 does. It doesn't have a divided housing like the Hx35 and is 9^cm2, but has the same 7 blade compressor wheel. If memory serves, it was on the 1999 - 2002 auto trans equipt cummins. (So it'll spool quicker, but you won't flow as much air on the turbine side)
9cm^2 - .48 A/R (HY35)
12cm^2 - .63 A/R (HX35)
16cm^2 - .83 A/R
From http://www.d-series.org/forums/forced-induction/120686-holset-turbo-specs-hy-hx-h1c-wh1c-h1e-wh1e.html
HX35:
The 8blade hx35 has a 56mm compressor inducer. This is found on 1995-1998 cummins manual pickups. The compressor flows 52 lb/min according to the compressor map. The bolton BEP housing (0.55 a/r) is enough to push the limit of the compressor. There's several 500whp 8blade hx35 cars out there with the bolt on housing. It reaches 20+psi by 3500rpms in 3rd with 272 cams. Smaller cams would equal a faster spool speed in most cases.
The 7blade hx35 has a 56mm compressor inducer. This is found on the 1999-2002 cummins manual pickups. The compressor flows 60lb/min according to the compressor map and logged results from a member here. The bolton BEP housing with the hx35 turbine wheel do not SEAM to have enough flow to really reach the potential of 60lb/min. But many have logged over 50lb/min so far and seen 500whp. The stock hx35 12cm^2 twinscroll turbine housing is a t3 flange housing. This mated to a NON-divided runner manifold has produced a 132mph trap speed with a full weight 1g AWD. This is about 600whp. So the flow is there with the stock housing if you use a non-divided manifold. The spool speed of the 7blade hx35 is similar to the 8blade hx35 with 20+ psi by 3500rpms in the bolton housing and by 4000rpms with the stock housing with a non-divided manifold.
HY35:
The hy35 has a smaller turbine wheel than the hx35. And, it has a turbine housing connection that does not allow for a bolton housing to be used. It does not have a divided housing so any t3 manifold can be used effectively with this turbo. It has the same compressor as the 7blade hx35. We don't know if te hy35 turbine wheel and housing is enough to reache the 60lb/min potential of the 56mm 7blade compressor. Some one try it out already!!! It should at least be a faster spooling viable option to the full t3/t4 50-trim.
H1C/WH1C:
In 1994, there was the Wh1c which has pretty much the identical compressor as the hx35 but with a Vband compressor cover. The turbine wheel is the same. It will bolt into the BEP bolton hx35 turbine housing. It has 4 bolts at the housing instead of 6. So you will need to buy 2 more bolts and use 6 washers cut to make a flat side. Honestly, I just used bolts that were cut a little short and the bolt head was wide enough to pull the chra to the turbine housing. No sealing issues. Since the Wh1c is for all practical purposes an 8blade hx35 the spool and flow is the same too.
I have the big h1c. It comes on the INTERCOOLED 1991-1993 cummins pickups. It has the webbing for MWE but no groove cut like the hx35/wh1c has. This turbo I term the big h1c because it has a 54mm compressor inducer and same exducer than the 8blade hx35/Wh1c. The other h1c is the small h1c found on the NON-intercooled cummins pickups. This has a 50mm inducer but only 7blades and has no webbing for MWE. Less blades helps flow, but so does a larger inducer diameter. The most whp ever recorded on a gas 4cylinder with the small h1c was done on a KA24 nissan: 411whp. Since the big h1c has a 4mm larger inducer and the same turbine wheel as the hx35, it is safe to say that it flows enough for between 411whp and 500whp. The diesel sources state that it flows SLIGHTLY less than the early hx35. So 4lb/min less than the 8blade hx35 puts the flow of the big h1c at 48-49lb/min right where a 50-trim or 20g is. The small bep housing is all that's needed to get the most from the compressor and the spool speed is 20+psi by 3500rpms.
HX35-40 hybrid:
Keeping the long tradition of the marriage of sportcompact and hybrid turbos, there is the hx35 turbine and the hx40 compressor. It is strongly recommended to use the large bep turbine housing or the stock hx35 turbine housing with an non-divided t3 manifold for this turbo. The small bep housing around a t31 size hx35 turbine wheel is probably not enough to merit any of the hx40 compressor wheel upgrades. 20+ psi by 4000rpms can be seen in the hx35/40 with the hx35 12cm^2 turbine housing with a non-divided t3 manifold. With the large bep housing, spool times are to be determined. But likely similar.
HX40:
The 8blade hx40 has a 58mm inducer and flows about the same as a 60-1 (around 60lb/min) with ALOT better high boost efficiency and spool speed. It is the most common hx40 out there. The small bep housing with the hx40 turbine wheel is plenty to reach the full potential of the 60lb/min 8blade hx40 compressor. 20+ psi by 4100rpms with 272s.
The 7 and 6 blade hx40 is called the super40 and has the 60mm compressor inducer. This compressor flows around 69lb/min. You can get this wheel in billet style (think HTA). The non-billet wheel spools as fast as the 8blade hx40 in the bolton bep housing and has done 653whp at 40psi per the holset results only thread. Billet should spool even faster. The t3 .70 a/r BEP housing slows spool about 400rpms. But reports show a significant gain in flow per psi. So expect more power at lower boost with that turbine housing.
H1E/WH1E:
The Wh1e is like it's little brother the Wh1c. It mirrors the hx40 8blade in every way except that it has a v-band compressor cover and a 4bolt chra-turbinehousing pattern. It will consequently bolt into the hx40 bep bolton turbine housing and this is plenty of flow to max out its 60lb/min compressor.
The h1e is like it's little brother the h1c. There are different size compressors. . . BUT there are also different size turbine wheels too. Check measurements before buying this turbo if you plan on running a BEP turbine housing. There are lower flowing compressors than the 58mm 8blade that are out there. So this turbo may not flow any more than an hx35 if get the wrong one. You need at least a 58mm compressor inducer for this to be a worthwhile turbo vs the proven hx35 or 8blade hx40.
HX52:
This is a big sucker. It is commonly found on the Volvo Semis and usually has a billet compressor wheel. It flows 88lb/min. There is no bolt on housing for it. If you want a bolton housing for this turbo, then you don't want this turbo. In fact if you want a t3 flange turbine housing for this turbo, then you don't want this turbo. You DO want this turbo if you're looking at a gt4294r or gt4202r. The turbine inlet is slightly different than a t4 bolt pattern. You can still get the t4 manifold to work just fine by enlarging the bolt holes.
Misc.:
* Holset's don't spool slow. They spool faster than their garrett or mitsubishi counterparts. Diesel exhaust is cold and slow moving.
* The holset turbine wheel is a work of art. It has been shown to flow very well in a very small turbine housing. For example the hx40 turbine wheel in the small .55 ar bep bolton housing flows as much as a garrett gt35r turbine wheel in a larger .63 ar garrett t3 turbine housing. The hx40 with this configuration spools about 500rpms faster! You can upgrade to the .70 a/r BEP t3 turbine housing and have the same or slightly faster spool speed as the above gt35r with ALOT more flow per psi and consequently more horsepower per psi. This makes for VERY good pumpgas numbers.
* Holset patented map width enhancement. They do not have extended tip technology, but there compressors show more efficiency than their garrett or mitsubishi counterpart.
* They have superback technology witch leads to VERY, VERY durable compressors. The are designed to be overworked and underpaid.
* There are discrepancies all over the web concerning the compressor maps. Take what you hear/read with a grain of salt and a shot of tequila, and the worm.
* The holset is fine with stock 4g63 oil pressure from the oil filter housing. If you have no b shafts, you'll need a restrictor. The drain line is a garret bolt pattern. The feed line is different for different turbos.
I had found a nice table of part numbers and boost setting some time ago, but can't fin it now. From what I recall, most of these are set in the 18-23psi range. My turbo is off a 98 and bench testing had the wastegate opening at ~20 psi, but in service it'd be a bit less but to backpressure across the wastegate. I'm seeing a max of ~18 psi but I can't really tell if that's the wastegate or just max boost for the rig.
Be wary of e-bay turbos, there are a large number of chinese junk HX35's showing up on there. Some good deals on OEM Holsets too, so just be careful. Also see if you can verify the Holset part number, there are a number off oddball turbos that I saw on there that may have been off generators or other applications.
The turbine inlet on the HX35 is a standard T3 flange, same as the Banks WG & non WG turbos and I *think* ATS & hypermax as well. The turbine exhaust appears to be a regular v-band flange similar to the Banks WG turbo, but it's not exactly the same - the HX is about 3/16" smaller diameter and the flange in thinner and flat faced rather than the taper on a standard v-band flange. I am not sure where to get a mating flange/band other than get a cummins downpipe/band and cobble it onto a ford down pipe. Option 'b' (which I used) is to remove the 5 bolts holding the turbine exhaust outlet plate to the actual housing and weld the downpipe right onto the flange, or alternatively you can purchase blank flanges with a hole precut to weld a pipe to. The overall dimensions of the turbine housing and location of the outlet flange relative to the inlet are very similar to the Banks WG, so the same pipe should work pretty well. The biggest problem would likely be the WG actuator, on the HX it sticks directly out from the housing perpendicular to the inlet flange and I think would cause serious interference issues with the rear of the intake in the stock location.
The HX oil drain flange is the same as the Banks WG turbo and I think the non wg as well. I believe this is a standard t3 flange drain fitting. The feed on the turbo I have took some work to adapt - the Banks WG unit uses a NPT thread (1/4) whereas the HX is a banjo bolt, I think 1/2" UNF, maybe 9/16. The Banks stock oil feed line is a AN-4 flare fitting. I expect it would not be hard to find an adapter. I wound up making an adapter by welding an AN-4 fitting to a short bolt with a center drilled hole and it's worked well.
The HX compressor side uses a 4" intake vs 3" on the Banks WG. The outlet appears to be a 2 1/2" v-band flange. I was able to use a 2 1/2" silicone hose and hose clamp on mine since I was unable to find the v-band flange for a reasonable price.
