You can already see the results. The difference between the G25 vs the G30 is the housing and turbine wheel size. They went from a G25-660 to a G30-660. G25 has the smaller turbine of the two but the same or similar compressor size. If you increase the turbine size you're turning the G25 into the G30 or higher. You can look at the info directly on Garrett's site.
rotor13 yeah but the aspect ratio AR comes in different options for 25 and 30 housings. You can see flow charts for the various ARs on the same turbine wheels. So like, comparing a high AR g25 turbine to a low AR g30 I think is what he was talking about
@@Gandalf721 only thing that supercharging has over a turbo in my view is the linearity of it, like you said a turbo is just more efficient and capable of more power when it comes down to it. Sound and other things will just be personal choice.
Compressor wheel (both turbo & supercharger) in that STi application probably requires around 50hp to physically compress the amount of air. Would you rather make 480hp and get 480hp or make 480hp but only get 430hp because the supercharger cost 50hp to spin? Turbos can make tons of torque if they’re setup to spool at low rpm. Most people prefer 350lbft torque at 5,500 or 6,500 vs 350tq at 2,500 or 3,500 therefore people choose turbos that are “too big” vs “too small”. Ideally you’d pick a turbo that matches the cams and cam timing of the engine. Centrifugal superchargers are linear-increasing. That’s cool if you want to limit torque on road course. But then again torque linear-decreasing as rpm’s increase is a form of natural traction control. So maybe linear-increasing isn’t always the best. But if you have aero that increases your traction with increased speed maybe linear-increasing torque of centrifugal supercharger is the best ;) Screw/roots superchargers are great because they can make boost 3psi of boost effectively where most aftermarket turbos are designed for 8psi or more of boost. In some applications you don’t really need a lot of psi. If you have 650hp NA v8 engine putting 3psi of boost would require running huge turbos at ultra low boost or swapping cam to something that makes 450hp and running 8psi. But screw blower can add the 3psi without having to change the hold engine setup to reach target hp & tq. Thats why people will get a Camaro put cam and long tube headers to gain 100hp. If they go turbo it would require undoing everything. Supercharger can be bolted on to those existing mods and run at low boost and only 775hp so you don’t blowup the motor and transmission but still faster than your neighbor Bob. Nothing is always better.
I think the downsides of a turbo application only really become a counterpoint to the N/A-like character of a supercharger when you try to make one engine do everything. Interesting to me, just from personal experience, is how the powerband and torque curve of my daily (2.0L 4cyl N/A), is almost identical in shape to my "project" (2.5L V6 TT). Linear through the midrange, with a slight plateau up the top, and then a bit of a drop before redline.
@@R03333 There are some pretty crazy twin screw superchargers out there. A 1200 HP ZR1 and a 1200 HP Supra of the same weight will NOT have the same speed or quality of power deliver. It's very different around that level.
They're called safety wire pliers. Been doing aircraft maintenance for almost 12 years now and its a daily task for me. I still prefer to do it by hand though.
When you go the the 2.5L STI motor (EJ207), you have less piston wall clearance, which means if you are trying to go for 500WHP , you will want to upgrade to a fully closed-deck block. 2.0L motors are more reliable since have way more metal in the block(less flex).
If there is anything these cars needs are hoods that let the engine breathe. So much heat producing performance it's no wonder these cars don't blow up from heat exhaustion.
Also important to keep in mind the lag difference might look exaggerated on the dunk compared to what part throttle and transient response feels like on the road. I’d love to see a little video of you driving it around on the street and explaining what the difference feels like in more normal use conditions.
Go 2.5L and 30 series with small turbine housing! I made 509wtq at around 4200rpm. Died a smidge towards redline but the drive ability mid range was well worth it. My one video is dyno evidence lol
Great Vid guys as always, Would be cool to see the results playing w slightly smaller A/R and see if you get the spool back but still have the top end from the larger turbine wheel
The video’s topic is bring back memories. Back in the day I used “clipped” turbine wheels in race cars. Moving up to a larger turbo to increase turbine flow also increases mass (G25 to G30). By clipping the small (G25) turbine it’s actually decreasing mass. So you have less weight to spool and more flow. You get both. Haha. It’s really only good for race cars. And people say it ruins turbine efficiency but who cares the wastegate is open which ruins the systems efficiency anyway. Mass was a big deal back then. We tried ceramic and titanium turbine wheels. We even tried plastic compressor wheels to reduce weight.
They are more efficient but seems like they’re also simply putting “bigger” wheels in the smaller frames. I’m not complaining nothing wrong with smaller footprint. Just an observation.
@@tomjones5860 The G30 series use the same size compressor wheels as the GTX range. 67, 71 and 76 mm for 660, 770 and 990 respectively. All the gains are in the designs of the wheels not compressor size
I would have liked to see the difference the bigger turbine wheel alone did using a .91 AR housing on the G30, changing two variables at the same time is not great.
im very excited to see what i can get out of my pulsar g30-660 on a 7mgte. I made 539whp (mustang dyno) with a modified ct26 turbine housing. i think it's around a .49ar... im ditching the bolt on stuff and swapping to a .92ar. hopefully, it'll break 600whp
@dennisrobinson8008 the response is basically the same. maybe ever so slightly more lag, but it's borderline unnoticeable. i need to get it back on another dyno. it picked up a good chunk of power, but the dyno wasn't loading right and basically "made" the same power. couldn't get it to make over 26psi. left the dyno, and on the street, it makes 31psi with ease. butt dyno says around 600whp
The amount of smoke coming out the exhaust makes me PANIC for you! Id be crying if that was my STI. I make sure everytime i start mine, i get out and watch the exhaust for smoke. lol
PT those pliers you were using are Safety wire pliers, we use those on almost every single bolt on our weapons systems and aircraft bolts, you want the entire wire to be twisted in between each point to maximize strength! You shouldn't shoot me a message and I'll send you some photos!
Why is that powerband so bad? Under the curve is gross below 5k. That turbo is very efficient and you should be able to put way more power down at lower RPM especially with a built motor and AWD. That car can not be any fun to DD making 140whp at 4400 RPM :-(
I agree this car should make 400 wheel torque at 4k rpm minimum but if he has stock heads. That’s the restriction we are all seeing. I have ported heads big bore pistons and spool this turbo at 3400 rpm in 4th with a 4:44 trans 4 o wheel torque at 4 k rpm and stays pretty flat to redline where it dips off and hp stays pregressive as well
That's lockwire pliers. We use it in aviation and there's certain twists per inch. But for this application, i don't think its necessary to follow strictly.
It's not about the amount of hp on pump gas, being the problem, but it rather lies in how much boost and timing the fuel can take. With the bigger turbine wheel, apart from scavanging the engine, reducing backpressure and increasing its V.E, which does allow for more timing, it also allows for more air to get into the engine with less boost, which in turns means less boost but same or more power. Of course you can run the same amount of boost as with a smaller turbo and make even more power. Also the larger turbine can drive harder the compressor wheel allowing it to reach its full potential, as it does not reach its choke point before the compressor wheel maximizes its flow.
Very nice results,these g series garret turbo are the ones to have right now, if i had the cash i would swap out my hybrid tte420 on my 2.0 tfsi (VAG) for that g25 since it's my daily.
I would consider trying a .83 A/R Turbine, introducing that much lag doesn't seem too ideal. Also, can you comment on the cam profile? 900RPMS of lag. Is not ideal or maybe produce RPM Shift Map graph with boost pressure/Power as the power under curve is more important than peak power. IE Boost in 1st gear, 2nd Gear, 3rd gear and etc. Making 20less HP but gaining back 500-600RPMS would be a better balance. Keep up the videos :-)
BUT, overall, the BMW is much easier to work on by far. I work on both. I cringe when a subie rolls in, and smile when a Bimmer rolls in. Easiest modern cars on the planet to work on, provided you have ISTA software
What is the current redline? In real world the airflow over the intercooler usually causes the power to go flat to redline instead of curving over like on a stationary dyno. It looks like it could have a strong power band all the way up top.
Nice video, great comparison. I'm doing a rotated kit with a PTE 5862, granted it's on a 2.5 but it was nice to see what your setup did. I'll be adding Meth because British Columbia fuel. 👍
Complete noob but swapping my stock 2020 sti turbo for a garret 30/71 gtx. My tuner says amazing idea what's your opinion?? As I said I am very new to turbos
That was my thought as well. They were already at a .91 which is probably too big for a 2.1 liter at these CFM levels. Going to a 1.01 seemed unnecessary. Also, Garrett... when are you going to offer these new G series in twin scroll turbine housings?
Or keep G25, advance cam timing, turn up the boost in midrange, tapper boost back down at top end. I bet they couldn’t spooled 800rpm earlier and gained 70-80tq from 4,800 to 6,200. Instead of touching 400hp for 200rpm; 390-400hp from 4,800-6,800. Or do everything above, keeep G25 swap bigger housing, 390-420hp from 5,300-7,200 G30’s 400-485hp from 5,900-7,200 is probably faster if you’re in perfect gear all the time. But who changes gear ratios to suit their track? I really like these guys so I hope the STi’s ratios work with their track and they can have fun without dropping out of boost all the time. Anyway it’s fun topic.
Question for you regarding a stock '18 WRX 2.0. The turbo seems to stop producing boost around 4800 RPM and flattens out up to redline. I am waiting for the COBB tuner to arrive and looking forward to some sort of stability around those RPM's. I find it disappointing when I'm on the highway and shift down to say 4th hoping to catch the boost range to pass cars and then the power sorta stops increasing making the pass embarrassing lol. Is this something you've experienced? My neighbor also has a similar year/make/model and it does the same thing. I love the videos you've made and look forward to watching more garage mania.
G30-660 with the 1.0 ar is a bad choice. At least for this kind of engine. Id still use this combo but on a s52 for example. G30 on a 4 cylinder should use the .82 a/r turbine housing...Id MAYBE use the 1.0 housing on 2.4 evo thats racegas tuned and with g30-770 not 660...Also unless you are hillclimbing the bestway to reduce backpressure is from bigger turbine wheel not turbine housing.
I still think the Garrett GTX2867R GEN II would have been a better option. But thats a more street application not track like you blokes. Great vid once again and awesome info. Cheers dudes.
This is what I have on my Lotus. Still trying to decide on the G25 660 or G30 660 with small housing. I have maxed out the gtx2867r at 410whp on E85. I want to get to 500whp
That would be the thinking man's choice, the EZ30R is an awesome engine. You can do 300hp n/a with them pretty easily, it only makes sense to turbo one.
Definitely wanna kno how the everyday driving feels.. do you feel the power loss in the midrange?..trying to decide between the g25-660 and the gtx 3071r for my evo x. I kno its. Different platform but jus curious
GC build? Yes, please!
Maaaaaaaannnnn I’m also waiting for it
GC build needs to happen! Please and thanks 🙂
Dave always sneaking in those jabs 😂 “Pete’s Protegevo” 😂
if you do a 2.5L engine it would be cool to see the larger AR rear housing on the G25 vs the smaller size AR housing on the G30.
You can already see the results. The difference between the G25 vs the G30 is the housing and turbine wheel size. They went from a G25-660 to a G30-660. G25 has the smaller turbine of the two but the same or similar compressor size. If you increase the turbine size you're turning the G25 into the G30 or higher. You can look at the info directly on Garrett's site.
I didn't know a 1.01 ar housing was small
@@IndianaStreetScene small is relative, as is AR. two turbos of different sizes can have the same AR number and very different boost response/flow.
rotor13 yeah but the aspect ratio AR comes in different options for 25 and 30 housings. You can see flow charts for the various ARs on the same turbine wheels. So like, comparing a high AR g25 turbine to a low AR g30 I think is what he was talking about
@@Cardfold11 Thats what reading compressor maps are for
I’m glad you showed the loss of boost at lower rpm. It’s important to know there is a trade off for the extra power.
Discovering it's hard to have your cake and eat it too with turbo cars. The street vs track divide seems to become more prominent.
@@Gandalf721 only thing that supercharging has over a turbo in my view is the linearity of it, like you said a turbo is just more efficient and capable of more power when it comes down to it. Sound and other things will just be personal choice.
Compressor wheel (both turbo & supercharger) in that STi application probably requires around 50hp to physically compress the amount of air. Would you rather make 480hp and get 480hp or make 480hp but only get 430hp because the supercharger cost 50hp to spin?
Turbos can make tons of torque if they’re setup to spool at low rpm. Most people prefer 350lbft torque at 5,500 or 6,500 vs 350tq at 2,500 or 3,500 therefore people choose turbos that are “too big” vs “too small”. Ideally you’d pick a turbo that matches the cams and cam timing of the engine.
Centrifugal superchargers are linear-increasing. That’s cool if you want to limit torque on road course. But then again torque linear-decreasing as rpm’s increase is a form of natural traction control. So maybe linear-increasing isn’t always the best. But if you have aero that increases your traction with increased speed maybe linear-increasing torque of centrifugal supercharger is the best ;)
Screw/roots superchargers are great because they can make boost 3psi of boost effectively where most aftermarket turbos are designed for 8psi or more of boost. In some applications you don’t really need a lot of psi. If you have 650hp NA v8 engine putting 3psi of boost would require running huge turbos at ultra low boost or swapping cam to something that makes 450hp and running 8psi. But screw blower can add the 3psi without having to change the hold engine setup to reach target hp & tq. Thats why people will get a Camaro put cam and long tube headers to gain 100hp. If they go turbo it would require undoing everything. Supercharger can be bolted on to those existing mods and run at low boost and only 775hp so you don’t blowup the motor and transmission but still faster than your neighbor Bob.
Nothing is always better.
I think the downsides of a turbo application only really become a counterpoint to the N/A-like character of a supercharger when you try to make one engine do everything. Interesting to me, just from personal experience, is how the powerband and torque curve of my daily (2.0L 4cyl N/A), is almost identical in shape to my "project" (2.5L V6 TT). Linear through the midrange, with a slight plateau up the top, and then a bit of a drop before redline.
@@R03333 There are some pretty crazy twin screw superchargers out there. A 1200 HP ZR1 and a 1200 HP Supra of the same weight will NOT have the same speed or quality of power deliver. It's very different around that level.
Safety wire pliers. Every aviation mechanics love. Especially if you ever work on Pratt and Whitney's.
They're called safety wire pliers. Been doing aircraft maintenance for almost 12 years now and its a daily task for me. I still prefer to do it by hand though.
When you go the the 2.5L STI motor (EJ207), you have less piston wall clearance, which means if you are trying to go for 500WHP , you will want to upgrade to a fully closed-deck block. 2.0L motors are more reliable since have way more metal in the block(less flex).
ej257*
EJ207 isn't 2.5L you dumbo.
@@MarktheRude 500whp is pretty fine on a 2.5. I think you mean thickness not clearance.
a de-stroked 2.5L in a gc8 would be awsome build.
If there is anything these cars needs are hoods that let the engine breathe. So much heat producing performance it's no wonder these cars don't blow up from heat exhaustion.
People get so happy over peak numbers and not more worried about where they are going be using the power at in the rpm range.
Yes please!!! 2.5L build. Let’s see what kind of jam you guys can make!!! Keep up the awesome builds guys.
Also important to keep in mind the lag difference might look exaggerated on the dunk compared to what part throttle and transient response feels like on the road. I’d love to see a little video of you driving it around on the street and explaining what the difference feels like in more normal use conditions.
Go 2.5L and 30 series with small turbine housing! I made 509wtq at around 4200rpm. Died a smidge towards redline but the drive ability mid range was well worth it. My one video is dyno evidence lol
Whats size housing did you have on your g30?
Great Vid guys as always, Would be cool to see the results playing w slightly smaller A/R and see if you get the spool back but still have the top end from the larger turbine wheel
Nice! I would like to see the g30-660 with a smaller housing :)
The next size small on g30 is 0.83 and basically the same flow as the g25 0.92
The video’s topic is bring back memories. Back in the day I used “clipped” turbine wheels in race cars. Moving up to a larger turbo to increase turbine flow also increases mass (G25 to G30). By clipping the small (G25) turbine it’s actually decreasing mass. So you have less weight to spool and more flow. You get both. Haha. It’s really only good for race cars. And people say it ruins turbine efficiency but who cares the wastegate is open which ruins the systems efficiency anyway. Mass was a big deal back then. We tried ceramic and titanium turbine wheels. We even tried plastic compressor wheels to reduce weight.
Yes.
Yes.
YES.
Y. E. S.
EJ257 build. Do it.
Its crazy how much more efficient these new turbo's are, I remember when it used to take a GT35R for a STI to get to 500whp with methanol injection.
yeah, flex fuel and these new 30 series are nice. Still on the 35R though.
They are more efficient but seems like they’re also simply putting “bigger” wheels in the smaller frames. I’m not complaining nothing wrong with smaller footprint. Just an observation.
@@tomjones5860 The G30 series use the same size compressor wheels as the GTX range. 67, 71 and 76 mm for 660, 770 and 990 respectively. All the gains are in the designs of the wheels not compressor size
What a good friend Pete is, helping make the car you're going to race him in faster.
My car was just finished up my g30/660 on a 2015 Subaru sti. 588whp/554wtq made 38 psi at 4k rpm
Amazing content. Not just a bigger is better swap, good detail and consideration. The cars produced on this channel are incredible.
I would have liked to see the difference the bigger turbine wheel alone did using a .91 AR housing on the G30, changing two variables at the same time is not great.
BTW, are you sure you meant .91? I can't find that housing size on atp.
There isn't a .91 for a g30.
The next size small on g30 is 0.83 and basically the same flow as the g25 0.92
You guys should try some E85 in the STI you have dealers around you in Mississauga
Where do you find E85 in Mississauga?
Love to see a gc8 build!!!
It's such a light chassis
im very excited to see what i can get out of my pulsar g30-660 on a 7mgte. I made 539whp (mustang dyno) with a modified ct26 turbine housing. i think it's around a .49ar... im ditching the bolt on stuff and swapping to a .92ar. hopefully, it'll break 600whp
how did it go? The g30 should have spooled earlier than the modified ct26
@dennisrobinson8008 the response is basically the same. maybe ever so slightly more lag, but it's borderline unnoticeable. i need to get it back on another dyno. it picked up a good chunk of power, but the dyno wasn't loading right and basically "made" the same power. couldn't get it to make over 26psi. left the dyno, and on the street, it makes 31psi with ease. butt dyno says around 600whp
Yep, would love to see a 2.5L build. Go for it.
YOLO tune FTW lol. Loving the content boys. Keep on keeping on!
The amount of smoke coming out the exhaust makes me PANIC for you! Id be crying if that was my STI. I make sure everytime i start mine, i get out and watch the exhaust for smoke. lol
smashaheadbasha it’s normal when tuning. Black smoke under WOT is perfectly normal. Usually just a tuning strategy with fuel ratios..
A Proper Ej207 with the JDM 6 Speed in a GC8 would be so mint!
*USDM 6 speed with DCCD
PT those pliers you were using are Safety wire pliers, we use those on almost every single bolt on our weapons systems and aircraft bolts, you want the entire wire to be twisted in between each point to maximize strength! You shouldn't shoot me a message and I'll send you some photos!
Speed Academy: 100hp more!
Ringlands: It is my time to shine FAM
Great explanation from the tuner at the end 👏
Why is that powerband so bad? Under the curve is gross below 5k. That turbo is very efficient and you should be able to put way more power down at lower RPM especially with a built motor and AWD. That car can not be any fun to DD making 140whp at 4400 RPM :-(
^this. Is there any particular reason you guys are nerfing spool so hard? This turbo should be making power MUCH earlier then 5k rpm.
I agree this car should make 400 wheel torque at 4k rpm minimum but if he has stock heads. That’s the restriction we are all seeing. I have ported heads big bore pistons and spool this turbo at 3400 rpm in 4th with a 4:44 trans 4 o wheel torque at 4 k rpm and stays pretty flat to redline where it dips off and hp stays pregressive as well
You should throw an EFR 7163 on there for comparison.
The red tool is safety wire pliers! We use them daily on planes for safety wiring bolts together.
Wouldn't you guys need the power more in the middle or lower in the rev range for a circuit track, great driving DP during the face off at the track.
That's lockwire pliers. We use it in aviation and there's certain twists per inch. But for this application, i don't think its necessary to follow strictly.
Best clean up your leaking oil under that mans dyno :p
It's not about the amount of hp on pump gas, being the problem, but it rather lies in how much boost and timing the fuel can take. With the bigger turbine wheel, apart from scavanging the engine, reducing backpressure and increasing its V.E, which does allow for more timing, it also allows for more air to get into the engine with less boost, which in turns means less boost but same or more power. Of course you can run the same amount of boost as with a smaller turbo and make even more power. Also the larger turbine can drive harder the compressor wheel allowing it to reach its full potential, as it does not reach its choke point before the compressor wheel maximizes its flow.
Loving Mike's English Racing shirt.
Tooke a shot every time he said top end. Now icannnt =tylppe animooerre. tankssss guyzsss
Very nice results,these g series garret turbo are the ones to have right now, if i had the cash i would swap out my hybrid tte420 on my 2.0 tfsi (VAG) for that g25 since it's my daily.
So, those twist pliers are called safety wire pliers or swipes. You'll find a set or two in any aviation mechanics bag
Sorry Dave, Pete's intro music to the evo is epic af! The sti..haha
Love your channel guys!
Them some good numbers, but even as an STi owner myself I'm rooting for the EVO. Lol
*headgaskets intensifies*
Hahaha hahahahaha hahahahaha love this
Winning
EJ25 has to be the most overated engine ever.
They are lock wiring pliers, i used them every day when i was a gas turbine engineer in the British Royal Air Force.
Finally some real numbers on these new amazing turbos from Garrett! 😁
I have turbo sump restrictor on mine so I’m hoping it don’t smoke that bad anymore. I dono if i shoot flames anymore with mufflers either
In the for GC8 EJ25 build. I'd prefer if you destroke the 2.5 to 2.35 for more revs though 😁
GC CHASSIS BUILD?! MY BODY IS READY!!
Maybe G30 660 0.83 A/R would be more reasonable? G25 660 0.72 A/R is very similar to g30 660 0.61A/R.
someone shaking in their boots...the old Evo gonna chop the STI.. don't let us down Pete 💪💪
I would consider trying a .83 A/R Turbine, introducing that much lag doesn't seem too ideal. Also, can you comment on the cam profile? 900RPMS of lag. Is not ideal or maybe produce RPM Shift Map graph with boost pressure/Power as the power under curve is more important than peak power. IE Boost in 1st gear, 2nd Gear, 3rd gear and etc. Making 20less HP but gaining back 500-600RPMS would be a better balance. Keep up the videos :-)
The next size smaller on g30 is 0.83 and basically the same flow as the g25 0.92
Definite yes to the 2.5 build next year!
I'd love it if my turbos were right there and easy as that to swap out. Try this on an N54 BMW.....
BUT, overall, the BMW is much easier to work on by far. I work on both. I cringe when a subie rolls in, and smile when a Bimmer rolls in. Easiest modern cars on the planet to work on, provided you have ISTA software
GC8 Build please! 😍
They are SO beautiful!
When you said that was the trick in the intro I couldn’t help but giggle and say yeahhh it is!
What is the current redline? In real world the airflow over the intercooler usually causes the power to go flat to redline instead of curving over like on a stationary dyno. It looks like it could have a strong power band all the way up top.
I wonder how well this turbo would work on an EJ25...?
Nice video, great comparison. I'm doing a rotated kit with a PTE 5862, granted it's on a 2.5 but it was nice to see what your setup did. I'll be adding Meth because British Columbia fuel. 👍
JDM RHD GC8 build please! Really put that Evo in its place!
Man it sure is sad how little horsepower the ej puts down with all that work.
That's a pretty small power band 2500 rpm or so
Should've never bumped up the a/r... just the turbine.
Your going to be missing that 4500 rpm on the track. In the low speed corners it really matters. I would go with a smaller Ar. Also e85 would help
True
Complete noob but swapping my stock 2020 sti turbo for a garret 30/71 gtx. My tuner says amazing idea what's your opinion?? As I said I am very new to turbos
0.8 turbine housing would have been interesting to see on this size engine. 1.01 seems too big.
Too big a housing generally trades very little extra power for a whole lot more lag in my experience.
That was my thought as well. They were already at a .91 which is probably too big for a 2.1 liter at these CFM levels. Going to a 1.01 seemed unnecessary. Also, Garrett... when are you going to offer these new G series in twin scroll turbine housings?
Or keep G25, advance cam timing, turn up the boost in midrange, tapper boost back down at top end. I bet they couldn’t spooled 800rpm earlier and gained 70-80tq from 4,800 to 6,200. Instead of touching 400hp for 200rpm; 390-400hp from 4,800-6,800.
Or do everything above, keeep G25 swap bigger housing, 390-420hp from 5,300-7,200
G30’s 400-485hp from 5,900-7,200 is probably faster if you’re in perfect gear all the time. But who changes gear ratios to suit their track?
I really like these guys so I hope the STi’s ratios work with their track and they can have fun without dropping out of boost all the time.
Anyway it’s fun topic.
knocking hard with that black smoke
E85 would get you in the 500s easy. Pretty good power for pump gas though 👍🏼
Can you explain how you will be using the octanium, Will you be using it all the time or have switchable maps for pump fuel and octanium?
Question for you regarding a stock '18 WRX 2.0. The turbo seems to stop producing boost around 4800 RPM and flattens out up to redline. I am waiting for the COBB tuner to arrive and looking forward to some sort of stability around those RPM's. I find it disappointing when I'm on the highway and shift down to say 4th hoping to catch the boost range to pass cars and then the power sorta stops increasing making the pass embarrassing lol. Is this something you've experienced? My neighbor also has a similar year/make/model and it does the same thing. I love the videos you've made and look forward to watching more garage mania.
G30-660 with the 1.0 ar is a bad choice. At least for this kind of engine. Id still use this combo but on a s52 for example. G30 on a 4 cylinder should use the .82 a/r turbine housing...Id MAYBE use the 1.0 housing on 2.4 evo thats racegas tuned and with g30-770 not 660...Also unless you are hillclimbing the bestway to reduce backpressure is from bigger turbine wheel not turbine housing.
The next size small on g30 is 0.83 and basically the same flow as the g25 0.92
Is it crazy to say this thing needs nitrous for spool or some kind of anti lag?
A 5k starting powerband just doesn’t work unless you are on the track.
You just downshift on the street bro
Im using Renegade Pro E112 - 119 Octane leaded 85% eth race fuel. From 93 Pump to the E112 i gain 160HP.
Modified magazine, March 2014 Page 50 has this car I think.
Yes! 2.5 GC build!
Time to go with Cobb Flex Fuel kit and bigger injectors. Let that thing FLEX.
Do the gc build! I have a 04 EJ257 in my gc can’t imagine what you guys can do with that.
Pretty sure theres a 2.7 up stroke kit out there... or just put in a built subi 3L 6 cylinder and destroy all evos
If Dave thinks the evo scared he is so wrong! EVO Team!!! you should make stickers and T-shirts...!!
Pete your protogevo better be ready cuz this beast sure looks ready!
You guys hitting us so hard with the ads
That 209 build is smoking more than a Honda VTEC :-)
Abandoned STi is now the “EvoKiller” lol yes!
😈 FearNoEvo
Except you don't have to build the 4G63 to make 480whp lol
Yeah, I have Subarus and a JDM Evo 2 GSR. 4G63 dollar for dollar is a better platform for making power.
CAMS! you guys need CAMS to really make this thing hammer at a more reasonable rev range.
I still think the Garrett GTX2867R GEN II would have been a better option. But thats a more street application not track like you blokes.
Great vid once again and awesome info. Cheers dudes.
This is what I have on my Lotus. Still trying to decide on the G25 660 or G30 660 with small housing. I have maxed out the gtx2867r at 410whp on E85. I want to get to 500whp
I saw the "PROHUB" on the fan during the dyno and thought it was a completely different type of hub.
The measurement of the wire twist should 8-12 twists per inch
Was searching for this comment, only those who know where that's from will understand this lol
Thankfully i can still remember that from my 1st year college days, hehe
@@juliusramos6157 Haha 👌 yep same here! Good old A&P days
And you pull on the silver knob to spin the pliers (no knob puns please)
@@arumrunner i agree
Those safety wire pliers are also used in aviation,
YES YES YES!!! 2.5 GC Build!!! YES!!!1
"small format turbo that's mind 'blowing' " pun intended!
Does the car adjust back to it's normal map when you refill with pump gas or do you have a different map tune for both pump and octane boost?
If you want a 2.5 build you'll need to ether sleeve the block or "concrete" it. Unless you like yearly block swaps due to cracked cylinder walls.
Just K24 swap it.
Pete are you doing the tracking shots handheld or using a dolly?
Handheld gimball
Yes 2.5 build please!!!
2.5 in a GC chassis??? YES YES YES!!!
Does the G30-660 bolt up just the same as G25? No modifications to up pipe, downpipe or turbo inlet from the G25 setup?
How about you skip the 2.5 and go straight for the 3.0L EZ30 motor?
That would be the thinking man's choice, the EZ30R is an awesome engine. You can do 300hp n/a with them pretty easily, it only makes sense to turbo one.
@@zeroyon4562 yeah I always thought the Legacy is an underrated car
Definitely wanna kno how the everyday driving feels.. do you feel the power loss in the midrange?..trying to decide between the g25-660 and the gtx 3071r for my evo x. I kno its. Different platform but jus curious
I have the GT3071 not X on my STi 2.5L and it’s perfect for daily, autox, and Limerock Park. Don’t know if that helps brother.