About a month ago I replaced my Lindsey Racing Super 75, #8 hotside, Stage-V with a Garrett GT3072R double ball bearing turbo. I was inspired by the post Nize put out about 3 months ago on turbo spool up.

I dyno'ed the car today. Below are the before and after results.

Lindsey Racing Super 75

- Manual Boost Controller
- 15 psi to 18 psi boost (fluctuating)
- A/F ratio on boost 11.0 to 12.0
- Mustang Dyno
- 311.7 RWHP
- 298.3 RWTQ
- Cool overcast day
- 92 Octane (Chevron)

Garrett GT3072R

- Electronic Boost Controller
- 17 psi to 18 psi boost (80% of the time near 17 psi)
- A/F ratio on boost 11.2 to 12.4
- Mustang Dyno
- 316.5 RWHP
- 306.4 RWTQ
- Warm sunny day
- 92 Octane (Chevron)

This was about a $3,500 upgrade. Was it worth it?

 

Not sure if it was worth the $$$,
Yes much better power curve ,faster at the bottom, faster at the top and the gt30 has a lot more to give , your earlier turbo was already falling off.....

Great improvement !!!!!!!!!!!!!!!! why did it cost 3500 ..............

 

I just dynoed my gt30-71r and I'm making about the same peak numbers on a 90 degree day...but I made near peak torque at 3050rpm and was steady at above 310ftlbs to 4500. I will post my sheets in the new turbo for me thread.

 

Asmi, did you use a Mustang Dyno or DynoJet. Before installing the EBC, my car came in at 350RWHP on DynoJet. However, with the MBC the boost was 14.5 psi to 19 psi. The current charts are from a Mustang Dyno.

For those that have more experience, what is the delta between a DynoJet and Mustang Dyno?

 

I have a manual boost controller in my car now. Do you think the electronic to manual boost controller really hurt your numbers that much?

will I see a huge gain in power with going to a electric boost controller. And if so what controller is decent in price and delivers the goods?

sorry for the thread hyjack, I'm just really interested in aftermarket turbo dyno numbers right now.

 

The shop that had my car on DynoJet recommended it to me. He claimed that the difference would be significant in terms of spool up. Now that I have changed both the turbo and the boost controller without dynoing the interim step, it is hard to say how much the improvement came from the turbo and how much from the EBC. (Unfortunately, I did the interim benchmark on a DynoJet adding another variable into the equation.)

 

I use the blitz SBCID and it hilds so steady at whatever pressure.

Mine was on the mustang dyno and correction factor is about 10% I'm told. Mustangs read lower than a dynojet.

 

Wayne,

The total cost was $3,500 since I had all the work done at shops. My wife has issues with working on cars at the house and only tolerates my hobby if the work is done at a garage. Besides, I work about 80 hours per week an spend most of my time travelling. I don't have enough time anyway to do my own work.

 

Mustang Dynos and DynoJets are 2 entirely different animals. The Mustang is an eddy current loading dyno, and the DynoJet, and inertia roller. When I dyno'd my S2 w/ the blower on it, It ran right at 215hp on the Mustang Dyno. The shop owner who tuned the car told me he runs lots of E36 M3's on there and in stock trim they consistantly dyno at 180hp (from an advertised 240hp at the motor). Thats a 25% loss. From what I've seen, Dynojets typically have about a 15% loss. The flipside to that coin is that Mustang Dyno's are exponentially better for tuning a car as you can load it up to maintain RPM for any load, or you can maintain load for the RPM range. The DynoJet, you make a pull, see what happened, then make some changes and make another pull and see if it got better. My conclusion is if you want to tune a car, put it on a Mustang Dyno (or any other LOADING dyno) and if you want to make the biggest numbers so people on the internet think you're cool, use a DynoJet.

my $0.02

 

Great comparison. Way better spool. But I don't think worth the difference. But worth the money to do it right the first time.

 

That super 75 shoud never have had a #8 on it I don't even know why they sell it that way, even a #10 and p-trim are a little small for a 67mm compressor. You were never able to run that turbo close to where it would have been a peak, or even good effeciancy.

The gt30 seems to be more of what you were looking for.

 

gt3072r? Do you mean 76r or am I missing something?

Also why do your numbers vary so greatly from your clark's garage posting?

 

http://forums.nasioc.com/forums/showthread.php?t=286440

^^^ is a good comparison between different dynos.

 

You are correct, the turbo is a GT3076R. After your comment, I went back to the invoice. It is a 76 not 72.

The metrics on Clarks Garage were done before the EBC was added on a DynoJet. With fluctuating boost, the DynoJet showed 350 RWHP. The 350 RWHP DynoJet metric is referenced earlier in this thread when I ask about the difference between a Mustang Dyno and DynoJet.

The metrics in the graphic in this discussion are from the Mustang Dyno. If you are interested, below is the chart from the DynoJet before the EBC. Once again, boost came on very slowly and the issue was diagnosed as the MBC prompting the upgrade.

 

Soooooo, what did you do with the old turbo?