Best Evo X Full Turbo Kits in 2026: ETS V-Band vs T4 Twin Scroll Compared

Two Kits, One Platform, Very Different Results Depending on Your Goals

Most Evo X owners shopping for a full turbo kit eventually land on the same two options: the ETS V-Band Turbo Kit and the ETS T4 Twin Scroll Turbo Kit. Both fit the 2008–2015 Evolution X, both carry ETS’s lifetime warranty, and both share the same core DNA — equal-length manifold, true merge collector, full 3" downpipe, direct-routed wastegate dump, and braided oil lines. But the flange configuration and manifold architecture create meaningfully different power delivery characteristics that matter a lot depending on how you use the car.

This comparison breaks down exactly what separates them, what each one is actually suited for, and how to match the kit to your build goals — whether you’re chasing 500whp on a stock block or building toward something more serious with forged internals.

What Each Kit Actually Includes

Both kits are sold through STM Tuned and ship with a comprehensive parts list that covers nearly everything needed for installation.

ETS V-Band Turbo Kit includes:

• Equal-length ETS exhaust manifold with V-band turbo inlet
• Full 3" stainless steel downpipe
• Dual TiAL MVS wastegates
• Wastegate dump tubes
• Upper intercooler pipe (rear section)
• Oil feed and drain lines
• Water feed and drain lines
• Turbo gaskets, hardware, clamps, and 4-ply silicone couplers
• Your choice of turbo
• ETS Lifetime Warranty

ETS T4 Twin Scroll Turbo Kit includes:

• Equal-length ETS exhaust manifold with T4 twin-scroll turbo inlet
• Full 3" stainless steel downpipe
• Dual 38mm TiAL MVS wastegates
• Wastegate dump tubes
• Upper intercooler pipe (rear section)
• Oil feed and drain lines
• Water feed and drain lines
• Turbo gaskets, hardware, clamps, and 4-ply silicone couplers
• Your choice of turbo
• ETS Lifetime Warranty

Note: intake is not included with either kit. Both carry a 90-day warranty on the manifold if it is wrapped or coated, with the lifetime warranty applying to all other components.

The T4 Twin Scroll kit is notably the same configuration ETS used to set the world’s fastest Evo X quarter-mile pass — the only Evo X to run in the 9-second range.

V-Band vs T4 Twin Scroll: The Technical Difference That Actually Matters

The flange type isn’t just a bolt pattern — it shapes how exhaust gas enters the turbine housing, which directly affects spool behavior and peak power potential.

V-Band uses a circular clamp connection between the manifold collector and the turbo’s turbine inlet. The round-to-round transition keeps exhaust velocity consistent and reduces turbulence at the manifold-to-housing interface. V-band housings tend to be lighter and more compact than their T4 counterparts, and turbo swaps are significantly easier — one clamp versus four bolts that are often seized with heat. The open-scroll design of most V-band setups means fewer restrictions at the turbine inlet, which tends to favor peak power at higher RPM. The tradeoff is that open-scroll configurations don’t separate cylinder firing pulses the way a divided housing does.

T4 Twin Scroll uses a divided turbine housing fed by a paired-runner manifold that keeps exhaust pulses from cylinders 1-4 and 2-3 separated all the way to the turbine wheel. This separation preserves pulse energy, which spins the turbine faster at lower RPM — producing torque sooner in the rev range. On a 4-cylinder engine like the 4B11, where cylinders fire at 180-degree intervals, twin-scroll geometry is particularly effective. The result is a turbo that spools more aggressively relative to its size, which matters enormously on a road course or spirited street drive where you’re constantly accelerating out of corners rather than building boost from a standing start.

A twin-scroll T4 6266 or 6466, for example, will spool nearly as fast as a single-scroll T3 6262 while offering significantly higher top-end power potential — a meaningful advantage if the build is aimed at anything beyond drag strip use.

HP Potential: What the 4B11 Can Realistically Support

Neither kit is the limiting factor in power output — the 4B11 block and your supporting modifications are. On a stock block, the community consensus is that torque is the constraint, not peak horsepower. Keeping wheel torque under roughly 400 lb-ft is generally considered the safe threshold for stock internals, and with a properly sized turbo and careful tune, that can correspond to 450–550whp depending on fuel and camshaft spec.

With a built motor — forged rods, upgraded pistons, head studs — the ceiling rises considerably. ETS themselves have demonstrated over 800whp on the 4B11 with upgraded internals and stock sleeves, and the T4 Twin Scroll kit is the configuration that supported the platform’s fastest recorded quarter-mile pass.

For most street builds targeting 450–550whp, either kit will support the goal. The V-Band kit pairs well with turbos in the 58mm–67mm compressor inducer range where open-scroll housings shine. The T4 Twin Scroll becomes the stronger choice when pairing with larger turbos (6466, 6766, and up) where the divided housing helps recover spool that would otherwise be lost to turbo lag.

If you’re planning to push past 600whp on a built motor, the T4 Twin Scroll configuration is probably the more future-proof choice — the divided housing continues to deliver usable torque through the mid-range even as turbo size increases.

Street vs Track: Which Kit Fits Your Use Case

For the street-focused build: The V-Band kit is the more practical choice for most daily-driven or weekend street cars. Turbo swaps are easier when something goes wrong or when you’re upgrading, the compact packaging is cleaner in the engine bay, and the open-scroll design pairs well with the moderate-to-large turbos that work best on street cars where you want strong top-end pull without needing the divided-scroll advantage at corner exits. The ETS 5858 V-Band kit, for example, has been run on stock-block, stock-head setups on 92-octane pump gas with solid results.

For the track or road course build: The T4 Twin Scroll is the more capable configuration. On a road course, you’re constantly re-accelerating from 40–70mph, which means spool response in the 3,500–5,000rpm range matters far more than peak power at redline. The twin-scroll design’s ability to preserve exhaust pulse energy translates directly into earlier boost onset — and earlier boost onset on a road course means faster lap times, not just a higher peak number on a dyno sheet. EFR-based turbos using T4 twin-scroll designs tend to have excellent response relative to their flow capabilities, which is why they show up consistently in time attack and endurance racing applications.

For drag racing specifically: The open-scroll V-Band setup actually has an argument here. In quarter-mile competition, low-RPM response matters less because the car is launched at high RPM and boost is built against the converter or clutch. An open-scroll housing at a properly matched A/R will often produce a slightly higher peak power number than its divided counterpart at the same turbo size, which is what matters most on the strip.

So: street and strip favor V-Band, road course and mixed-use favor T4 Twin Scroll. That’s the practical summary.

Which Kit Should You Buy?

If you’re still deciding, the honest answer is that your turbo selection matters more than the flange type for most builds under 550whp. Both kits are proven, both are sold and supported by STM Tuned, and both will get you well past what the stock 4B11 can hold on a stock block.

That said, here’s the direct recommendation:

Choose the ETS V-Band Turbo Kit if:

• The car is primarily street-driven or used for occasional drag events
• You want the simplest turbo swap process
• You’re pairing with a mid-size turbo in the 58–65mm range
• Engine bay cleanliness and packaging matter to you

Choose the ETS T4 Twin Scroll Turbo Kit if:

• The car sees road course or time attack use
• You’re pairing with a larger-frame turbo (6466, 6766, or equivalent) and want to recover mid-range response
• You’re building toward 600whp+ on a built motor and want a platform that stays responsive as boost and turbo size increase
• You want the configuration that holds the Evo X’s world record quarter-mile pass

For builders who want to go deeper into the Evo X platform — gaskets, oil lines, and supporting hardware — STM’s Evo X turbo parts collection covers the supporting pieces that often get overlooked when pricing out a full kit build. STM has been building and racing Evo X platforms since the car’s release and carries both OEM replacement parts and performance upgrades, so the expertise to help you spec the right combination is there if you need it.