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Lots of companies using the same supplier for parts, just re-badging of HPT in this case. The "PTE-esq" looking compressor is most likely being modeled out of the same software as well. We purchase from a supplier who uses this blade design as well...does the job! -Reed

Yes sir, we had a customer with a $1300 Garrett housing sand and grind on his registration flange, ruining the housing. Figured it would be a good topic to cover! -Reed

I have thought about testing them "hot", but in most cases of aluminum housings the "cold" leak will be less due to tighter clearances in the seal area. As the aluminum heats up, the end gaps on the seal rings normally expand a touch. This would be a fairly straightforward test, next time I have one on the bench I will do this...you know, for the sake of learning! -Reed

@@workturbo awesome 😎

Obviously the design has greater blade area, and should perform better IF the engineering is done correctly. Proper engineering is a must for any component, especially a compressor. Look at the evolution of any "same size" turbocharger wheel over the years. The fact that we are seeing gains in flow is testament to this. Personally I have found that proper testing of a blade shape for the given application will always out perform hub thickness reduction applied to older generation wheels. So just changing this attribute with no other consideration will usually net negligible gains. Simply put, applying proper engineering to a hub-less or reduced area hub wheel can provide a flow increase. Is it measurable? Yes. Is it always going to out perform a larger hub compressor? Only if the development time and engineering are in place!-Reed

Next time I get one in the shop, I will do it! -Reed

I tell everybody that anti-seize is your best friend, the good copper infused stuff. Also, if you need to remove the housing after it has been heat cycled a bunch, use a propane torch to heat up the housing. It will make it so much easier to remove! -Reed

I am working on videos showing this just as soon as we can get on the dyno...hoping in the next 4 weeks to cover this in depth with some actual data! -reed

We have a Buick GN with the 9569S that is knocking on 900 whp through a TH400 and a 9". I always try to under rate or "cushion" my power number quotes...its always easier to deal with a customer that is making more power than expected ;) -Reed

I will go down the rabbit hole of compressor maps soon...but the simple truth is any blade count/splitter arrangement can be tailored to perform at any reasonable PR, but like you say...there is no free lunch. Not for Garrett, Borg, Holset or any other manufacturer. You will simply move the numbers around, so choosing based off of your engine's requirement will always be in your best interest. Be ready...its coming as fast as I can wrap up the test and editing. Reed

Yessir...the move over into XRE compressor technology has been a solid move for them HTA/HTZ has long since run its course! The HTA dates back to the very late 90's, being derived off of a K31 borgwarner wheel. It is almost a carbon copy of that technology. Reed

Known Robert for many, many years! Like 26 if my feeble brain is processing it right! Reed

Sorry for the confusing wording...I get a bit excited, plus doing videos in "one take" sometimes I may not finish a whole thought or explanation. Good news, we are about to take my videos to the next level with some real editing and a bit more focus...getting nothing but better content from here on out. Let me clarify. The turbine wheel has a high degree of intake capacity, so it will flow very well, but this does not always correlate into energy being used to actually rotate the assembly. Think of the blade angle and "slip" or "bypass" that takes place before there is enough energy recovery to drive rotation. This is simply high flow, but low energy to drive. Once the exhaust creates enough energy and flow, the wheel will be very efficient and accelerate quickly, providing drive energy with low drive pressure. Hope that makes a bit more sense of my original analysis. FWIW, when applied to the right engine this will be no issue. Thank you for your insight...it will help me with future videos! -Reed

@@workturbo 👍 Do you deal mainly with import( pc, correct term, lol), or deal with real engines, like American V8s, too? hehe Either way, I think the type of fuel would make a big difference, too. Two 78/75s on a 5.3 might sound too big, but use methanol and all is better.

@@funfun8095 I started my career with the Buick GN, shop started in 1997 with that market. I got my foot in the door with SSO (super street outlaw) back in the early 2000's with John Urist, Mike Murillo, Chris Derrick Dan Millen...I am the small shop that ran directly up against PTE and Turbonetics back in then. We ran pretty well in Ultra Street with Mark Rogers, and Haley James...quite a few Drag and drive guys...Rich Guido, Eric Yost, Frank Saponaro and a ton of awesome others. I am a little guy...but try to do big things. Dont get me wrong...we have quite a few fast Import customers also, but my main experience is in the 1800+ HP customer. As time goes by, I will add to this channel and fill in most of this, but I have you covered on just about any platform. Total disclaimer, I learn something new every day, and will be the first to say if I was incorrect if any way possible. If I did not find this still interesting and challenging I would be sitting at the lake fishin :) Reed

@@workturbo Good resume! ;)

Hi, Norb! I would need to see what we could work up for an internal gate to suit the 4.3. The rotor group would be a good match for this application. There is even a possible T3 foot so it would bolt to your existing manifold or headers. I can also upgrade your stock MHI turbo as well :) Drop me an email for details! Hope all is well up in Canada! -Reed

@@workturbo Yes all is well, just really think if its a bolt on the typhoon and syclone owners would definitely buy them! Will email you thanks.

@rpturbo I would love to say that I do not see this often, but the truth is I have this conversation at least weekly with customers, sometimes daily. We just went through this today with a customer who shared with me his timing table. The car made very respectable numbers on the dyno, but none of the driving tune was dialed in at all. Tall deck SBF with only 15-18 degrees at cruising speed. Pair that with his A:F target of 12.4 and the poor turbo was getting cooked running down the highway. Last Friday was a simple 427 SBF with hi-ports. Single 88mm. Total timing above 20 psi was 18 degrees. Car "was out of turbo" according to the tuner at 28 psi and 54 psi of drive pressure. 9 degrees of timing later and 26 psi, we made over 200 more HP. I am not saying every tuner is like this by any stretch, but trying to tell my customers that a "safe" tune is not always "safe" or "fully tuned" is more along the goal of this video. sorry for the long answer, thank you for your comment! Reed

@@workturbo nope, absolutely love the long answer and that cruise timing on that tall deck Ford is absolutely rediculous

Both will be very close in performance, they are some big power makers for their size! -Reed

Not much data that I can accurately spit out of my brain at the moment, but we have a few good sources that have pushed other 64mm units into that range as well. One of the most under rated compressor wheels in the BorgWarner line up is their 64mm SXE, I will see if I can find that data, but we have made well into the 840 AWHP range with that compressor on a 4G63/EVO build a good while back. I am gearing up for some actual dyno testing of various compressors as we speak...I think you are going to enjoy what content is coming! -Reed

It would depend on the engine...and your budget! The 3582R cast wheel ball bearing unit will easily support 500+ whp on most healthy 2.2-4.0L modern engines with good response. Newer G series (G25-550), the Xona XR-5757S and others are a better choice for smaller displacements looking for that power level. Larger engine? For Modular Ford's, 4.8 and 5.3 LS the S366 and S369SXE fill the bill quite nicely without breaking the bank! -Reed

@@workturbo thanks for your response..the engine is a 13B modified it has overlap timing. Are pulsar turbo any good ?

@@juanmangerita Very familiar with your application. We had a very good friend with an FD, very mild street port and it made upper 400 whp on a GT3582 cast wheel unit, IIRC it was a 1.06 T4. We went to a 6766 and made mid 500's without much fuss. This was a street car and boost was kept very conservative. I think the 3582 would have made 500, we just never pushed it to its limit. I have had dealings with pulsar, so far so good once we go through and do our QC. I very rarely use "out of the box" turbochargers from any manufacturer...almost everything we do is custom in some way!-Reed

Thanks again Sir

Turbosmart 5862!!!

Yes sir...if you do not need the flow, clipping has nothing but a negative return. -Reed

Thank you Ryan...I will be putting out content as often as I can. Stay tuned! -Reed

You are welcome Matt! I will be covering some of these topics in more detail soon, stay tuned! -Reed

Most of the time more efficient compressor/turbine wheels will make less noise, the good old 60-1 has great airflow at lower shaft speeds, but it is horribly inefficient...and the T31 hi flow turbine whistles pretty good too...lots of great sounds, just not great efficiency! Reed

Our WORK option gets cover machine work, seal bore coating, stainless seal bore is an option for high oxygenated fuels...we cover all of the basis on these units! Reed

The bolt down housings were a more user friendly for the novice for sure! -Reed

Yes, the turbine "gas seal" is a piston ring (exhaust side). This is the simplest, cheapest and most effective way to seal your basic turbine. Almost all automotive/diesel/light industrial turbochargers will also have a piston ring seal on the compressor side as well. There was a time (the 80's! ) where carbon face compressor side seals were very prevalent...but those days are mostly behind us...save for the required application for that type (high vacuum on the compressor inlet) This turbo was either a seal bore concentricicy (sp) or line bore issue, but could have also been a seal ring that was faulty due to manufacturing or installation. Most likely it was the bore, I have had this same issue pop up from time to time. I did not investigate further as the time it takes to do this out weighs the cost of just replacing parts...but as a caution I did perform seal leakage tests on the next 10 or so T3 turbochargers that used this same batch of housings and seal rings...did not see any issues, nor did I have any other reported failures (as of today). Thank you for your question! -Reed

Yessir...we see this on the daily. It takes somebody that fully understands the application to properly weld/fit exhaust flanges and also compressor v-bands. -reed

@@workturbo I'll take 4 bolt turbine inlet flanges, and slip-fit compressor outlet every day of the year. Any loss in turbine inlet pressure is an evil, non-recoverable loss that wreckes the whole working turbine/compressor relationship

What up 802 Garage!

@@baby-sharkgto4902 Yooo! Just tryna get projects done. 😂

These guys out here spending 7k+ on turbos and I am fine with putting Alibaba turbo on my daily. 😅

@@chrisjay7736 I mean big same. Borg Warner makes the best bang for buck big brand turbos IMO. Garrett's pricing is kinda wild.

@@802Garage pulsarr

You're welcome!-Reed

There is validity to your response, and it is measurable...but it also is a very small amount in most cases. Most people do not comprehend how a centrifugal compressor housing functions...most do not even know how a compressor wheel "works" as well. Knowing that the compressor tubing is an extension of the volute and has a purpose to a degree that is more than just connecting the compressor to the system will be a future topic. I will be going over this with real world data in the future...lets just say I have a lot of "ports" in a housing and piping for the data. On a traditional compressor cover with the port located outside the torus centerline in the "spigot", the pressure drop is minimal from what I have found "If" the compressor piping does not make a drastic volume change directly after that point. At least using my measurement hardware. I could spend quite a bit of time just studying this design attribute and testing variations... Thank you for bringing this up, it gives me motivation to learn more! -Reed

I love this...we always have used some type of "average power number"...some call it by different names, and some arrive at it more scientifically then me...but always taking the average HP and average torque...and averaging that seems to be the way to go! I try to evaluate that in a real world "range" depending on application. Obviously a street car will be slightly different than a drag car, pulling class or over the road truck...but once you define the prime operating range and focus your gains there...it gets nothing but better! -Reed

Thanks for checking it out Terry! Hope your Buick Turbo has been serving you well!-Reed

I think the shop just wanted it out the door and the money in their bank! Hate to see this, but it happens quite regularly I am afraid. If the customer had sent it back in, they probably would have blamed it on him somehow...Sad. -Reed

@@workturbo Just like I do all my own mechanic work because I can't trust a shop. 😬 Thanks for sharing the info!

Thank you sir! I plan on staying with it for sure. Reed

The turbo is made by HPT. HPT is the latest venture from Harry Hruska, the founder of PTE. He sold PTE to Wabtec a few years ago...once his non compete ran out, he started HPT. He private labels this turbo to Turbosmart, and possibly a few other vendors as well. It shares virtually nothing with any current PTE turbochargers. -Reed

@@workturbo interesting, How do they compare to precision or are they better and if so what makes them better? I have run a precision 6466 ballbearing for 6 years and have pushed it to the limit of its flow on many occasions, its proven itself to me to be very robust, I upgraded to a gen2 6870 a few years ago as I wanted a bit more and its spool characteristics are very similar with a bigger punch. But I am not apposed to switching it up again with some newer tech.