Garrett GT series Turbos
09-12-2004, 03:51 PM
#46
Originally Posted by Duke
I don't know... those flow estimates seems too low, around 32 lbs/min of flow at 6500 rpm with 20 psi of boost?
And comparing that to the map overlay TonyG in another thread the T61 looks like an alternative:
And comparing that to the map overlay TonyG in another thread the T61 looks like an alternative:
Rev/2 x displacement x VE x absolut pressure should be the formula to calculate needed air.
09-12-2004, 04:08 PM
#48
Nordschleife Master
Aha thanks for the info Corleone.
BTW I found a very interesting dyno chart of 2.5l (stock except for the usual bolt ons) with a T65 turbo. Looks like pretty good match!
BTW I found a very interesting dyno chart of 2.5l (stock except for the usual bolt ons) with a T65 turbo. Looks like pretty good match!
09-12-2004, 04:19 PM
#49
Originally Posted by Duke
Aha thanks for the info Corleone.
BTW I found a very interesting dyno chart of 2.5l (stock except for the usual bolt ons) with a T65 turbo. Looks like pretty good match!
BTW I found a very interesting dyno chart of 2.5l (stock except for the usual bolt ons) with a T65 turbo. Looks like pretty good match!
I can´t find any called T65. What can it be?
09-12-2004, 06:58 PM
#51
Duke,
I re did the map with 100% VE all across. And even at 100% its still on the surge line untill 4000rpm
And here the 60-1 AT 100% VE.
32lb/min is a bit low. Its about 37lb/min like Corleone said.
On TonyG sheet he goes up to 7500rpm. Only a bad *** head can do.
I think that a T61 would be a good drag car turbo.
Not really a good street or race track turbo.
Specially considering the big turbine wheel you have to use.
I re did the map with 100% VE all across. And even at 100% its still on the surge line untill 4000rpm
And here the 60-1 AT 100% VE.
32lb/min is a bit low. Its about 37lb/min like Corleone said.
On TonyG sheet he goes up to 7500rpm. Only a bad *** head can do.
I think that a T61 would be a good drag car turbo.
Not really a good street or race track turbo.
Specially considering the big turbine wheel you have to use.
09-12-2004, 10:35 PM
#54
Addict
Rennlist Member
Rennlist Member
Originally Posted by Corleone
My hotside is a wheel wich measure 2,36/2,17" (trim 84) in a A/R 0.61 house. In area its about a KKK 8 but with way moore flow.
Compressor is a wheel wich measure 2,80/2,09" (trim 56) in a A/R 0,50 house.
When it comes to what all the different Garrets is called it will depend of who you ask. At my diagram my compressor is called GT37, 56 * 0.50. T04E
Compressor is a wheel wich measure 2,80/2,09" (trim 56) in a A/R 0,50 house.
When it comes to what all the different Garrets is called it will depend of who you ask. At my diagram my compressor is called GT37, 56 * 0.50. T04E
Your turbo looks very similar to ATP Turbo's GT3071R - http://www.atpturbo.com/Merchant2/me...egory_Code=GRT
How do your turbine and compressor wheels compare in size? Do you think this turbo would be suitable for a 3.0L using a .82 a/r turbine housing?
Thanks
Vic
09-13-2004, 10:15 AM
#55
Intermediate
Join Date: Mar 2002
Location: Union Mi
Posts: 43
Likes: 0
Received 0 Likes
on
0 Posts
Edman951,
I will contact precision turbo again this morning, you have a good point about the covers. If I am not going to use the orginal GT series cover, why not ask if the Garrett kkk compatible cover will bolt onto the GT32? Otherwise one more flange to weld. Has anyone double checked my flow mapping on the GT32. At 85-90% VE around 3000, I am just right of the surge line at a pressure ratio of about 2.2 (15 psi). Then landing right in the sweet spot as the VE rolls of at 6500. It looks like the turbo could hit 20psi 3700-4200.
Ben
I will contact precision turbo again this morning, you have a good point about the covers. If I am not going to use the orginal GT series cover, why not ask if the Garrett kkk compatible cover will bolt onto the GT32? Otherwise one more flange to weld. Has anyone double checked my flow mapping on the GT32. At 85-90% VE around 3000, I am just right of the surge line at a pressure ratio of about 2.2 (15 psi). Then landing right in the sweet spot as the VE rolls of at 6500. It looks like the turbo could hit 20psi 3700-4200.
Ben
09-13-2004, 11:06 AM
#56
Drifting
Join Date: Jun 2003
Location: Taiwan
Posts: 2,101
Likes: 0
Received 0 Likes
on
0 Posts
mrfixit951,
That would defeat the purpose of taking the GT route.
Note that the improvement is not only in the compressor
& turbine wheel design. The T3 housing is also a better
hot housing . Better yet why not get the GT hot That way you only have to mod the crossover
flange just like what Edman did.
That would defeat the purpose of taking the GT route.
Note that the improvement is not only in the compressor
& turbine wheel design. The T3 housing is also a better
hot housing . Better yet why not get the GT hot That way you only have to mod the crossover
flange just like what Edman did.
09-13-2004, 11:21 AM
#57
Intermediate
Join Date: Mar 2002
Location: Union Mi
Posts: 43
Likes: 0
Received 0 Likes
on
0 Posts
J Chen,
I have been talking precision turbo, which is a Garrett Performance Distributor. The true Garett Gt30 turbo only comes with the GT four bolt discharge as shown in Garrettt's catalog. The T3 flange version that Edman used is made by Garrett, but the turbine is a T3 housing machinged for a GT turbine wheel. The internal wastegate units (not our application) comes with a different flange style. I am curious to see the price of the GT32 with the KKK compatible turbine housing. I think others on the list will be interested too. With that said my route will probably be the GT32 with the GT turbine side housing.
I have been talking precision turbo, which is a Garrett Performance Distributor. The true Garett Gt30 turbo only comes with the GT four bolt discharge as shown in Garrettt's catalog. The T3 flange version that Edman used is made by Garrett, but the turbine is a T3 housing machinged for a GT turbine wheel. The internal wastegate units (not our application) comes with a different flange style. I am curious to see the price of the GT32 with the KKK compatible turbine housing. I think others on the list will be interested too. With that said my route will probably be the GT32 with the GT turbine side housing.
09-13-2004, 11:31 AM
#58
Nordschleife Master
I wish someone would fabricate a new crossover pipe at an affordable price... given the low prices on full Garret turbos (including hot-side) a crossover might be worth a few bucks.
09-13-2004, 11:37 AM
#59
Drifting
Join Date: Jun 2003
Location: Taiwan
Posts: 2,101
Likes: 0
Received 0 Likes
on
0 Posts
mrfixit,
Just visited pgparts website. Please do not buy the turbo
just base on the price alone. Yes I understand their pricing
is attractive. Have you confimed that the turbine & compressor
trim are true GT series & not just other Garrett parts ?
Have you seen the turbo first hand. Do note that the tolerance
between the blades & the cover is very important. To fit housings
other than the original specified units will require machinening of
the housing or in one case that I've seen contouring of the blades
to match the compressor housing which is a no no. Try to find out
more about what is being done to fit the compressor & turbine
housing.
Just visited pgparts website. Please do not buy the turbo
just base on the price alone. Yes I understand their pricing
is attractive. Have you confimed that the turbine & compressor
trim are true GT series & not just other Garrett parts ?
Have you seen the turbo first hand. Do note that the tolerance
between the blades & the cover is very important. To fit housings
other than the original specified units will require machinening of
the housing or in one case that I've seen contouring of the blades
to match the compressor housing which is a no no. Try to find out
more about what is being done to fit the compressor & turbine
housing.