Latest Garrett Compressor Cover Honeywell

Garrett has changed their castings with the name Honeywell on it rather than the Garrett
Changes has been seen on AR70 Compressor housing of the GT30 and GT35

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HX35 HX40 on a FP31 & Garrett Turbine Housing

It has been very much discussed that the HX35 and HX40 can utilize the FP31 turbine housing or the T3/T4 series from the Garrett.

Below are some pics of the finished machining.

Below are from dsmtuners member : thilaksharma

Below is from user ProjectTSI 

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Just a billet turbo wheel ?

The current hype is billet, everything billet turbochargers. So why did the new billet wheels go cheap ? What is the diffrence ? Quality ?

Have a look again

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Bar & Plate vs Tube & Fin weight comparison

I found this japanese picture which explains the diffrence in weight of an exact size intercooler.

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Misc Turbo Sizes and Flows

Turbo flows and sizes information, random copy paste from the web. If you do have anything to be taken down, please do let me know.

Source : http://evox.forumup.co.za/about47-evox.html

Evo 8 TD05 Turbo - (360HP) Stock Evo 8 TD05-16G with 9.8 exhaust housing
Evo 8 TD05 Turbo - (380HP) TD05-16G with 10.5 exhaust housing
Evo 8 20G Turbo - (415HP) Upgraded TD05 with 20g compressor wheel and 10.5 exhaust housing
Evo 9 TD05 Turbo - (390HP) Stock Evo 9 TD05H-16G with 10.5 exhaust housing
Evo 9 20G Turbo - (425HP) Stock Evo 9 turbo with the 20G compressor wheel

Forced Performance have awsome Evo 9 based Turbos Available:

FP White (425HP) capable
Evo 9 based Turbo with:
Larger HTA 68mm Compressor Wheel

FP Green (475HP) capable
Larger FP 47lbs Compressor Wheel
Larger FP designed Turbine Wheel

FP RED (550HP) capable
Larger FP Red HTA Compressor Wheel
Larger FP designed Turbine Wheel

Also the 600HP+ FP Black and the new FP GREEN 73HTA Turbo (seems to be hot pick for a 500HP street turbo).

Also look at the BBK turbos, they seem quite popular.

nb. the stock turbo's need high boost and race fuel with suporting mods to make these kind of power figures... (But it is possible.)


GT3071R - (450HP) Boost is seen 700 - 1000 rpm earlier than the
GT3037S and only 200-300 later than stock. needs less boost than the FP Green to make the same power levels.

GT3076S - (525HP) This "benchmark" turbo, used my many a kitmaker, makes excellent power but spool-up does suffer about 1000rpm later than stock.

GT35R - (650HP) Most talked about Turbo - excellent race Turbo used by those that want big power an low ETs


T3/T4 Turbo kit choices:

Garrett 50 Trim T3T4E
Horsepower: 450hp
Compressor Wheel: 76mm Exducer; 54mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim

VS.

Precision PTE 5557 - T3/T4 Turbocharger
Horsepower: 495HP
Compressor Wheel: 76mm Exducer; 55mm Inducer 54trim (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim

VS.

Garrett GT3076R
Horsepower: 525hp
Compressor Wheel: 57mm Ind; 76.2mm Exd 56trim
Turbine Wheel: 60mm Inducer; 56mm Exducer 84trim

VS.

Precision PTE 5857 - T3/T4 Turbocharger
Horsepower: 600HP (claimed by some shops but should be closer to 580HP)
Compressor Wheel: 76mm Exducer; 58mm Inducer (billet wheel)
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim

VS.

Garrett T3 60-1 - T3/T4 Turbocharger
Horsepower: 610HP (max flow potential for this T04S wheel)
Compressor Wheel: 76mm Exducer; 59mm Inducer 60trim
Turbine Wheel: 65mm Inducer; 57mm Exducer 76trim

VS.

Turbonetics T3/T04E Super 60
Horsepower: 580HP (No compressor map available but its a dead ringer for a GT4082 Comp Wheel)
Compressor Wheel: 82mm Exducer; 58mm Inducer 50trim
Turbine Wheel: 65mm Inducer; 57mm Exducer (F1)

and for 600HP+ = GT35R, PTE3562, PTE6262, GT4088R, etc...  



So I've owned a lot of T3-T4 Turbo's of different specs and from experiance I can tell you that depending on the combination of compressor and exhaust wheels on std frame T3/T4 with a T3 .63 Turbine housing and a T04E Compressor side they can hit peak poost anywhere between 3000 and 5000rpm for a non ball-bearing Turbo...

I have been curious to see where the mordern day variants of these T3-T4's spool on a 2.3L EVO with the .63 Exhaust housing:

GT3071R - AMS say 3300-3400rpm on a 2.3L Stroker, with around 3800rpm on the stock block 2L. [450HP capable Turbo]

GT3076R - Evo_M owners claim 3800rpm on a 2.3L Stroker with about 4000-4200rpm on the stock block 2L depending on supporting mods... [500HP capable Turbo]

GT35R - 4100-4300rpm on a 2.3L Stroker and on the stock block 2L depending on supporting mods as high as 4500-4900rpm... [600HP capable Turbo]


On the whole .63 vs .82 Hotside issue: 

from EVO M The 50trim is larger that the 3071 and will flow 49lbs of air, the 71R a bit less than that. The 76 will flow 52 pounds of air and the 35R 62 pounds. The 50trim spools up around 4000 when no-ball bearing but about 200-400rpm sooner when dualbb, Ive seen more say 400rpm sooner, RNR sells both and they claim a 400rpm quicker spool. Also, RNR made 389hp at 21psi on 91 and 423hp on 93 without alcohol injection. So it seems it spools faster than the 3071 and makes more power... it can make almost as much HP as the 3076 but with faster spoolup and for a pump gas turbo I think the 50trim is better, if your going to run race gas all the time or alcohol then maybe the 3076 would work better for you. One more thing, a TurboTrix customer, REZ90, made 480hp with the 50trim although I dont know the supporting mods. Also, a 3037 is capable of about 520hp, the 50trim about 490hp(good tune, race gas) but faster spool and me running pump gas on a daily basis in my mind make the 50trim better. If any of this is wrong, someone correct me, a turbo isnt cheap and I dont want to buy the wrong one.

davidbuschur wrote:

Smogrunner, sorry, I never saw this post. Anyone who wants my attention in a post just send me a PM with a link and I'll be glad to stop by. First, if you use the Tial or Garrett ported shroud compressor covers you will NOT experience any surging with the HTA35r. Next, the .63 housing works very good with the 35r's. Depending on the build we are doing we will sometimes use the .82 housing. I have now tested a few different header designs and tested 4-5 different turbine housings with the HTA35r. Overall I'd say the .63 housing works the best and a 2.5" outlet with a 2.5" 02 housing doesn't seem to hurt the power at all compared to the 3" stuff. The 3" does however make fabricating the housing, nicely, in one piece much easier. It was said that most of the charts posted from us are on the .82 housing. That could seem true simpy because my car has a ton of charts posted BUT there are some kick ass charts posted with the .63 housing too. We've made 520 whp here on the .63 housing on 93 octane. Best ever was on Peter's car at 547 whp on the .82 but the car is also set up just like mine with nothing left out. .

scorke wrote:

The .82 should make another 30-50 whp on a full tilt car than the .63. The difference in spool as dave said should be about 2-300 rpm sooner at lower boost levels, although I would venture a guess that the difference between spool times to make 30 psi would be more considerable in the 4-500 rpm range. Scorke .

Max Airflow Correted to Garrett Method:

EFR6258 = 42 lbs/min
GTX2860R = 42 lbs/min
GTX2863R = 44 lbs/min
EFR6758 = 45 lbs/min
GTX2867R = 47 lbs/min
EFR7064 = 51 lbs/min
GTX3071R = 57 lbs/min
EFR7670 = 60 lbs/min
GTX3076R = 65 lbs/min
EFR8374 = 75 lbs/min
GTX3582R = 76 lbs/min
EFR9180 = 88 lbs/min
GTX4294R = 97 lbs/min 

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Tial Turbine Housing Raped

There two ways to mount a wastegate, one is on a turbine housing next is on the manifold itself. So below is how a Tial turbine housing is raped for this purpose.

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Tial MVS MVR Design Diagram

This is the NEW Tial MVS 38mm with a 38mm Vband Flange Inlet and a Vband Flange Outlet. The kit comes with both the inlet flange and outlet flange AND both clamps. It also includes all air fittings, block off fittings, banjo bolts and everything else required to install.

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HKS vs GT naming conventions

The HKS and GT turbos are similar , the HKS turbos are actually manufactured by Garrett. They utilize similar parts except for the compressor cover and turbine housings. Below are your cross reference compiled by Tong Turbo.

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GT30 & GT35 T4 Divided 1.06 A/R .ar housing

There are lot of turbocharging freaks looking out for a T4 Divided housing for the GT30 and GT35. There is an anwsers, previously ATP brought out a housing sized 1.06 .ar , but reviews were bad and the design of the divided flange was not the conventional T4 flange. Cracks was also one of the issues of this housing. ATP has redesigned the turbine housing and have launched out their new product.

Previous lower quality housing below

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GT Ballbearing vs EFR Ballbearing catridge

A review comparing EFR and GT ballbearing surfaced up the internet sometime ago showing the picture below claiming the EFR to have a bigger ballbearing cage. The truth is both the GT and the EFR has bigger cages but they start at a diffrent turbocharger frame. The border catridge is actually a GTX3582 which oftenly is compared to a EFR8374 and also the GTX3076 with the EFR7670.

The GT/GTX series is divided to 3 frames while the EFR series is divided to only 2 frames.
GT25/28 Frame1, GT30/35 Frame2 , GT37,40,42 Frame3.
While in the EFR series , all EFR up to EFR6758 shares one frame while anything above it shares a bigger catridge. In comparison the EFR7670 sits in a bigger frame while GTX3076 sits in its seconds frame thus EFR having a bigger cage but also a beefier shaft which also means heavier. No doubt the GT series are proven till at high boost capabilities till today despite it counterparts differences. GT30/35 based turbos are one of the most used turbocharger in the Motorsport industry where some with billet wheels surpass the 800hp range.

EFR big cage vs GT small cage

GT small cage vs GT big cage

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Garrett GTX vs GT 3076

Below are some results of GT3076 vs GTX3076, how technology of the new blade by Garrett make difference in power and response. The new GTX is a all new billet wheel which was carved to perfection on a C&C machine.

Source : http://www.dsmtuners.com/forums/turbo-system-tech/387381-garrett-gtx3076-turbo-pics.html

Source : http://www.nissansilvia.com/forums/index.php?showtopic=497486

Hi all... i have conducted a TRUE comparison between the two turbos thanks to Sonic Performance and Garage 7. By true comparison i mean the only thing changed was the turbo. nothing else was touched. The result was suprising and disappointing both at the same time. We found that the GTX version DID spool quicker and hence started making torque and power earlier in the midrange. i now have FULL boost around the 3500 rpm mark which for a turbo like that is impressive. Its highly streetable! 

The downside is that for the same boost level peak power is changed by .1 of a kw! its pretty much lineball! the two turbos match each other on the graph pretty much spot on.
runs were done with air temp probe and same correction mode and dyno that STatus uses for real world comparison. 

Solid pink line is GTX, thin red line is GT. 

See how much faster the GTX builds boost

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Intercooler Cores (Pictures)

Below are some intercooler core pictures for your viewing.

Precision Core below

ETS Core Below

Ebay Core Below , China Intercooler , Taiwan Intercooler

Greddy Core Below

HKS Type-S Core below

ARC Core Below

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Intercooler Cores Comparison , Bar&Plate vs Tube&Fin

There are many designs of Intercooler cores in the market. The common breakdown is the Tube&Fin vs the Bar&Plate. Both have different advantages with their own pro's and con's.

Source : http://www.iwsti.com/forums/2-5-liter-litre-factory-motor/107667-tech-bar-plate-vs-tube-fin-intercoolers.html
Source : http://blog.perrinperformance.com/evolution-of-alta-r56-intercooler/
Source : http://www.extremeintercoolers.com/tech.html
Source : http://www.are.com.au/techtalk/intecoolersMR.htm
Source : http://www.are.com.au/feat/techtalk/tanks.htm

Tube and Fin
Pros:
Generally weighs about half as much as a bar and plate core of similar dimensions
Generally less expensive
Generally less flow restriction within the core than bar and plate designs
Less flow restriction through the exterior allowing better flow to the rear of the core and to a radiator, AC condenser, tranny or oil cooler, etc. which may be behind it

Cons:
Those with less flow restriction than bar and plate cores offer less heat rejection
Generally have more fins which means they're more likely to be damaged by rocks/debris which cuts down on cooling efficiency
Charge air entry extends beyond core wall making it more difficult for air to enter the core cleanly


Bar and Plate
Pros:
Generally off greater heat rejection than tube and fin design
Those with turbulators offer even greater heat rejection
Offered in tons of varying shapes and sizes
Less likely to be damaged by rocks and debris
Charge air entry sits flush with core allowing for cleaner entry

Cons:
Weighs about twice as much as a similarly size tube and fin core
More expensive
Blocks more airflow to radiators, etc. which may be behind it
Those with turbulators have greater flow resistance to charge air


Remember that there's a balancing act between cooling and airflow restriction within the core. The more densely packed turbulators are within a bar and plate core the more cooling will be done as the air passes through, but the greater flow is restricted.

There are many crappy cores for sale on Ebay and they are now becoming a common item at so called performance shops. In the product images they show the cores and you can see right down them because there are no turbulators present. Without these all you have is big chunk of metal with poor cooling. People are always saying the ebay ICs flow great. Sure they do, straight pipes with no restrictions do flow nicely.


In terms of the core itself, some bar and plate cores use radiused ends (not end tanks) to promote flow. I made a quick drawing to illustrate this. You can see how the airflow will enter the core more readily when the ends are radiused rather than flat. Air is less likely to collide and swirl, and more likely to curve in.

I made some quick drawings. Please try not to laugh.


And here are some pics which illustrate what I meant when I said the charge air entries on a bar and plate sit flush with the core...and the tube and fin entries protrude:



Before someone asks, I'm a bar and plate guy myself. A properly designed bar and plate intercooler being fed ample airflow in the front of a vehicle offers exceptional cooling efficiency that translates to lots of consistant power. Any flow restriction is easily overcome by sizing it large enough for your needs, as long as you can make room for it.

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Twin Scroll Tech by BMW , Opel and Modified Mag

Source : http://www.bmwblog.com/2010/01/02/twin-scroll-turbo-system-design-explained/

Source : http://www.modified.com/tech/modp-0906-twin-scroll-turbo-system-design/scavenging_effect.html

Source : http://www.examiner.com/article/2010-opel-insignia-opc

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 normally aspirated engines, twin-scroll design pairs cylinders to one side of the turbine inlet such that the kinetic energy from the exhaust gases is recovered more efficiently by the turbine. For example, if a four-cylinder engine’s 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 or undivided manifold, the exhaust gas pressure pulse from cylinder 1 is therefore going to interfere with cylinder 2′s ability to expel its exhaust gases, rather than delivering it undisturbed to the turbo’s 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 turbocharger’s 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. And as we all know, a denser and purer air charge means stronger combustion and more power, and more power is good!

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 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 and result in fuel efficiency improvements as high as 5 percent.



By Opel

A twin scroll turbine housing uses dual side by side passages into the housing. When coupled with a pulse converter manifold that separates exhaust pulses as many crank degrees in the firing order as possible, a twin scroll or divided housing works to reduce lag, decrease exhaust manifold backpressure on the top end, reduce the potential for reversion, and increase fuel economy.

The twin scroll is based off the same reasoning a tri-Y header uses: keep spent exhaust gases out of an adjacent cylinder drawing in fresh air. At high rpm on a turbo car, exhaust backpressure is usually significantly higher than atmospheric pressure, and often higher than intake manifold pressure as well. A divider between each of the two volutes allows the cylinders to expel the exhaust gases without it interfering with the fresh air for combustion. Since there are two openings, each a smaller overall volume than a single scroll design, the exhaust velocity of each pulse can be maintained.

This also spins the impeller more easily because lag is a function of the scroll area. A single turbine housing opening isn't as efficient since cylinders on the exhaust stroke of the 4 stroke cycle contaminate the cylinders that are on overlap with exhaust gas. A conventional turbine housing is not as effective in using exhaust pulse energy to help spin the turbine up to speed as it does not exploit the energy contained in the pulses as well."

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Twin Scroll, Yes or No (Part II)

The graph below is from my IX with the GTX3076R.

I first ran the T31 4-bolt 0.82 a/r with RevHard cast Manifold (gold line)

I then swapped to the T31 4-bolt 0.63 a/r with RevHard cast manifold and retuned (blue line)

I then swapped to the T4 TwinScroll 1.06 a/r and did not touch the tune. Manifold was my custom made short runner TwinScroll design with dual Tial 38mm's. (green line)

I made slightly overall more power with the 1.06 a/r TS vs. the 0.82 a/r and gained 900rpm in spool.

by : http://forums.evolutionm.net/members/51444-240z-twinturbo.html

One of the shortest Twinscroll manifold hehe

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Twin Scroll , Yes or No ? (Part I)

This test was done on two separate cars but with the same mods minus the header and turbo kit they were running. So while not apples to apples its a really close comparison.

Both cars had Perrin FMIC, 3" Turbo back exhaust, 850cc injectors, fuel rails, with stock heads and cams.

Both cars tested were also run on Shell 93oct and boost for both runs was kept the same at 21psi.

Run #41 was with Full-Race's full twin scroll turbo kit. Running the HTA35r, t4 turbine 1.06ar housing . This twin scroll kit does seem to spool up a bit faster but on the street the differences are less noticeable. We also noticed that with the FR kit the power started to fall off pretty good above 6k rpms. Our best guess is that the power loss up top is caused by the small primaries in the full race header.

Overall we were expecting huge things from this kit but feel a little let down. Power aside the fitment of this turbo kit required major work to get it to clear both the firewall and frame rails.

Run #09 was a standard GT35 rotated turbo kit with a tial V-band .63ar turbine housing. It shows to spool a tad bit slower but there is no power loss in the upper rpms. This turbo kit was a one off built for a customer as he wanted an exact copy of what we have run all year in our time attack car.

AMS however has just released their rotated turbo kits running the tial v-band housings. We are hoping to now use the AMS kit instead of building the one offs we had in the past. I would expect AMS's new turbo kit to perform very similar as the ones we built, but with that rock hard AMS reliability and warranty. Here shortly I will have an AMS turbo kit for testing and will be installing it on my personal 08sti. I will start a new thread with pictures and dyno results when I do so.


Douglas Wilks
TopSpeed Inc.

Here are the plots of boost vs Rpm for both turbo kits.

Blue line is Full-Race Twin Scroll HTA35r

Red is STD GT35r with Tial turbine housing.

Claims by Full Race

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 engine’s 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 cylinder 2’s ability to expel its exhaust gases, rather than delivering it undisturbed to the turbo’s 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 turbocharger’s 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!

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