Thank you this video was great! I think I will go with the 3582r as that is the common option currently, and as you mentioned, gives me some more headroom for that power level.
GTX Gen2 is proven, when the dream team at Garrett still existed, then they went bankrupt.... many of the employees left due to the autocratic management and other issues.
This is the case with most N54 owners - however what you don't understand is that its easier to spool a single turbo than two smaller units. You can use the entire exhaust energy accumulated together to drive the single turbo - if you combine the volume inside both turbine housings from your twin setup it will be close to if the the same as a single midframe turbocharger that is capable of more power than the twins are. E.G our G3077R will spool similarly to the twins but make double the HP store.turbodirect.co.za/index.php/shop/turbochargers/g3077r-forged-detail
I can’t believe you’re still responding to all the comments! I’ve been mulling over this for months, I have a Mazdaspeed6, 2.3 engine, AWD; redline of 7900 rpm and I’m shooting for 650-720whp. I’m not sure if should stick to a G30-770 and be happy with whatever it ends up making or do a G30-900 to try to actually hit the higher margin. .83 AR turbine housing for sure. It’s dumb but I’m looking for the best response possible because it’s a street car, while still making an idiotic amount of power that I won’t get bored of 😂
For the best spool versus power output - I’m sorry but Garrett should be your last choice. EFR is light years ahead! Don’t waste your time on the G-series turbos. For the HP target you aiming for the EFR8370 will do exactly what you want
@@TurboDirectSAhaha, I was gathering that from the rest of the comments. I think unfortunately anything twin scroll is off the table for me, so I have to find the best option that isn’t. Would you shill for any of the Precision turbo options? They’re highly regarded in the mazdaspeed community and suggested by the leading tuner, but I just hadn’t witnessed them perform to the same degree that I had seen Garretts
Hey legend. Im lovin ya videos!! I’ve just acquired an rb25/30det that will sit in front of an R33gtst 5 speed and chucked into a Vl Calais…Itll Purely be street car so I’m going for response. Would the g30-900 with a 0.83 rear do the trick? What’s your opinion
Loved the video! I have the same car but different goals. It's a 2009 N54 335i and I'd like to use a Garrett turbo for the reliability, but am all about response. What Garrett turbo would suit me best to achieve the fastest spool, but still make 475-500 on 93 octane pump gas, and 550-600whp on E85?
To be honest i would consider the EFR range over Garrett, time has shown the G-series to be overrated and unreliable. However if you prefer this range the smaller of the two would provide the better response. Careful with boost levels - you can suffer shaft failure.
i’ve literally read most of all the comments on multiple vids. And i’ve been programmed LOL. whenever someone ask what garrett turbo they should run i know the answer will be “BORG WARNER EFR” 😂😂
LOL - GTX Gen1 and Gen2 -- proven, great.... cant go wrong - G-series = overrated, doesnt make the power claimed, and we starting to see reliability issues with them now too.
Streetable setups use the smaller AR housing for the low down response, but naturally the HP will become limited, and higher backpressures will be experienced.
@@TurboDirectSA My question is, is it generally better to go 1 turbine size up with a smaller A/R housing, or keep the "correct" or even one size DOWN turbine, with a bigger A/R housing? Assuming the vehicle is mixed-use (but mostly street) as opposed to pure street or pure track. I'll also watch the video to see if it's mentioned there, but if not; then I guess this is a preemptive comment, haha. *EDIT:* You DID mention it in the video. Nice. Thank you.
There is so much more to choosing a match in your rotating assembly then blade count and noise. This is why there are off the shelf products which are matched , tested and maps plotted accordingly - changing these components will usually be detrimental to the performance of the turbo. @@Drunken_Hamster
@@TurboDirectSA I understand that, but a big part of the fun for me when it comes to cars are the noises and theatrics. There are other areas I can optimize any given setup to compensate for a perhaps not-so-optimized turbo that gives me the exact noises I want. Such as a twin-scroll housing and divided exhaust manifold, or a really good flowing head. Or getting a tighter A/R ratio to compensate for fewer turbine blades, etc. This is why I ask so many questions. If I know all the variables, I can pick and choose where I want to make sacrifices and advances in order to min-max my wants vs my needs.
Twin scroll housings versus any other design do not contribute to noises. Wastegate, inlet tract and BOV (or the lack of using one) do. @@Drunken_Hamster
How do you think I did with a bottom mount speed tech kit? Gtw3884r aka 6265 ball bearing, 0.82AR. Stock internal n54. Been a very reliable street drift car. Stock fueling system with a dw400 and custom map of course. I run 23-24psi daily and on track. Clutches have been a problem 😂. Turner has told me 550 wheel and I believe him with what I find out these clutches are rated to the FLY and not crank. Bad mistake on my part. I don't wanna be on the floor again with the trans but I'll likely have to be one last time with a 900ftlb rated clutch kit.
Excellent video and so much useful information. Thanks! I have a forged 2JZ-GTE MK4 Supra running an old T4 single turbo on a divided manifold with a 60mm external HKS wastegate and want to change the turbo for a more modern faster spooling setup for street use mainly and the odd rolling race. Hoping to hit around 650-750WHP on 97 octane pump gas (UK) - what turbo would you recommend??
Hi, thank you for the compliment. The T4 flange face setups on a 2JZ are pretty easy to make suggestions for - BorgWarner do the EFR range for a ball bearing option, and for the power you want to make, i would suggest the EFR8474 Black Series without a doubt - it will spool fast and make the required power with ease.
if you do not combine cylinders 1, 2, and 3 (not firing order, but actual number of cylinder from front to back) on one volute and 4, 5, and 6 on the other volute, you are wasting the whole point of the bifurcated turbine housing. Turbos LIVE FOR PULSATION. Whatever you can do to exaggerate that makes your turbo spool up faster. By making the turbo spool up faster by exaggerating the pulses, you can use a larger A/R on the turbine side and still achieve acceptable spool-up times, and this will widen your power band. If you use the same A/R housing but properly group your turbo pulses, you will then just spool up more quickly, also widening the power band. Bifurcated turbine housings were designed by large teams of engineers. Combining your exhaust into one collector prior to it worse than voids the benefits of it.
Did you actually make decent power with 97 octane?? is there no 99 ron where you live ? be very surprised if you cross 600 Crank with 97 ,,cant see you will get enough timing and det resistance with the lower grade
@marcperrett662 I made 730 at the crank on 99. I'm not sure what the figures were on the 97 map. I ended up going with a Garrett G30-900 1.06AR divided on a proper divided manifold running 1.5bar boost. I'm quite happy with the response and overall power for the setup.
@@foxy_media nice numbers and about what i would expect for 99ron ,,the 97 is pretty poor for det resistance ,,could probably knock 50-70hp off that number for 97 IF it would allow that much boost ,,,the southern irish guys are stuck with 95 😥,,,will try the same turbo on my new 2,35 impreza engine ,,probably lowish 600s on 99 and maybe late 600s or very low 700s with a bit of meth ,,fed up with a 35 rear end on my current turbo ,,would like to try the 30 turbine in the 900 size👍👍👍👍👍
Good content man, the garret hp ratings on the g series seems the comp could flow it in the perfect conditions which no one really has. What do you think of the s361 up to 364.5 bw range? There's a good chance my turbo will eat ringland so a cheaper option to the 8374 8474 would be good, or after reading the comments maybe gtx3582 gen2 in the .82 t3
Thanks for the compliment - the 8474 will run rings around the G35 series. We have tested these back to back on a few cars with very impressive results from the EFR range - the Garrett product is over-rated and simply does not perform as advertised. Pity, because this was once a really great product with an awesome team behind it - how things have changed since their bankreuptcy.
@@TurboDirectSA Fantastic. I was already thinking prior to asking, I'd probably need to move up to the .83. I REALLY appreciate your time and reply. Your content is sooo much better than other channels.
Why don't people ever talk about waste gate sizing when overcoming small exhaust housings and/or wheels? If you put a 60mm gate on the g30-900; in a flow favoring position on the manifold, would it not overcome the back pressure or "fall off" of power on the high rpm?
Thanks for the comment, and its a good one - this requires a video to explain. 99% of people dont know how to choose a wastegate or how it works (im not talking about the principal of the valve either) which is key to answer your question. Look out for this coming up soon.
Thanks for the comment - at its absolute max it will make this power. The problem is that you will have to run the turbo flat out all the time if you want to use this power as a permanent setting on the car. I would opt for a larger turbo that will make this power at 70% of its capability, so that you ensure a reliable service. Running the G-series turbo at its max permanently will not offer you a reliable service life at all.
@@bonestockn55 Here is an option for you - store.turbodirect.co.za/index.php/shop/category-layout/results,1-24?virtuemart_category_id=&keyword=g3582&limitstart=0&option=com_virtuemart&view=category&Itemid=541 These turbochargers are manufactures by us and this specific turbo with the AR63 turbine housing made 811WHP on a 1.8T 20V VW motor - this video is on our facebook page here fb.watch/gcCFNjWWw5/
hi i have r34 gtr still factory i want to put a g30 or g35 on it to do away with the twin factory turbo's. the tuning shop is saying i will loose low end power and response if they goto single turbo. after watching lots of youtube videos i don't think i will. whats your opinion?im hoping to get around 500 whp on factory motor and keep low end power. some head room on the turbo would be nice for future engine work. but i don't want to sacrifice low end power as its just a street car.
@@freedom3469 store.turbodirect.co.za/index.php/shop/turbochargers/turbocharger-turbodirect-s-a/g3076r1-forged-detail This is what you should install - quick spool and will produce the target HP and then some. The genuine Garrett G-series is overrated and underperforming for the expensive price.
Looking to buy a new turbo for my single turbo 335xi, why and would you recommend a g30-900 over a gtx3584RS gen2? Goal is about 800awhp, no specific driving style but definitely want the fastest spool up..
Matt i wouldnt choose either of these turbochargers especially not the G-series. They are overrated and will not see yuo to that HP target, not even close. The GTX3582R Gen2 is proven, fast spooling and able to make the power you want. It will run high boost, but will outspool both the other two turbochargers with ease.
@@michaelplant4351 Its a small turbine stage - will spool EASILY with the 2.4 -- you using a 102mm crank and big bore - i had an EVO4 with the same setup but full head work etc -- spooled the GEN1 GTX3076R like nothing!
@@TurboDirectSA Looking at 600+ WHP, street & circuit setup so I don't want it to be too laggy. Would you suggest G30-770 or G30-900? From what I've researched the 900 should work well.
@@michaelplant4351 What HP? I would go G30-660 or GTX3071R Gen2 -- spool is faster and linear response is quick. A step ahead is the EFR7163 (550WHP) or the EFR7670 (650WHP) - much better turbo for circuit.
Hey, tell me. BMW 1m owner. May track, do some pools and drift around town, my daily and I’ve been pulled between gtx3586rs, 30 770, and one of the efr’s you mentioned for tracking. Knowing the N54 engine and I’ll have a bullet proof engine build within the month, what sounds like the best option and what opinions within that option do you recommend? I know that’s a loaded question. Sorry, I’m a selfish American lol.
Hi I’m really enjoying all of your no nonsense and very informative videos, thank you. We are building a new bmw 135i track only car with an N54 Our intention is to run port injection only and a single turbo. We’re looking for a reliable 550hp at the wheels. Redline 7000 rpm. We were going to use a Garrett G30-770 which looks fine on paper but..... Looking at the comments here and your replies, I’m starting to think that it’s not the best option. I’m only interested in a quality genuine unit that we can run with plenty of heat capacity to spare. Can I be cheeky and ask your recommendation for this application?
John - thanks for the comment. In my opinion, the EFR range is far superior as its designed specifically for track and circuit racing. The reliability, linear response and the bullet proof bearing system is unmatched. The power you want will easily be achieved by the EFR7670 - i would opt for the AR83 turbine housing, as you will be spending most of your time in the higher RPM range and the large engine will have no issues spooling this up at all - even in slower corners, like a hair pin.
Great videos 👍 im trying to decide on turbo setup for my Golf R32 VR6 3.2 V6 if you can help me out? Looking to run 650 crank hp give or take and would like best response possible as its a street car. I'm between G30-900, G35-900 and the GTX3582R Gen 2 all T4 .82 AR. Any info would be appreciated 👍
Thanks for the compliment - I would not be looking at Garrett at all for this application to be honest. Especially not the G-series. The G-series is not cut out to be what it says on paper. The EFR8474 BlackSeries will work perfectly on this setup with the internally gated 42mm swing valve, the Gamma-TI turbine will respond faster than any G-series turbo in the same family (G35) and will outperform the garrett easily. Its a complete package and costs less money - its more reliable, has better materials (ally bearing housing), lighter, larger cooling jackets (much more reliable) etc
@@TurboDirectSA Thanks for the reply. I was looking a EFR turbo at first but I'm using a CTS turbo log style manifold which is single T4 and EFR are twin scroll it also already has wastegate flange. I've been offered really good trade discount on any garret turbo, If you had to pick a turbo from the garret range what would you choose? Really appreciate your help 👍
@@dkautos I would blank off the gate and use the EFR - if Garrett was the only option, i would go for the GTX3582R Gen2 - G-series is overrated and does not make more power than the GTX Gen2. Keep in mind that even thought yo umight get a trade discount - you still need to fork out for an external gate.
For the rasons that you choose the g30 I was going to run a efr6258 instead of the g25-550. Could you shead some light on the EFR line turbin wheel explosions /structural failure when run on diesel? When I ordered my g26-550 (2nd choice). I was after the EFR6258 but the salesman told me "BW said NO DIESEL they run too hot" . .. 584c seams to be ruffly 1/2 the desine criteria of 1050c rated, so how is 50% less than desined a NO WARRANTY over heat failure? I am theorizing that the carbon /coaking in the exhaust air stream is reacting with the aluminide /ti bonds chemically, resulting in erosion/ degradation of The "stiffness" that is being labled "non warrantable heat induced cyclic failure due to abuse". I did a little reading (paraphrased) "...the EFR was a bad a$$ all the horsepower's instant boost then boom no warranty out an IC and 3k , still needing a charger IC and boost tubes whats up with a ?heat failure? Never got over 1400°f(690c)..." With a certified turbo failure analysis lab this would rightup your allie. I was also told that this problem only exists in the EFR line and is the ti alumide composition is at the root.
EFR is on another level compared to Garrett in terms of bearing design, materials, etc - i'm sorry but i totally disagree with the comment that a Diesel engine runs hotter than a gasoline driven engine - this is in fact opposite - your will NOT suffer a failure from the EFR range because of operation on a diesel engine due to thermal loads. The bearing system is designed in a way that it will handle much more heat than the likes of the Garrett bearing design, or any other ball bearing design for that matter - EFR stands for engineered for racing and that it does and 100% successfully - lap after lap in competition you will never experience more thermal loading than this application. The EURO5 and EURO6 engines run at 750-800+ DegC - we run these turbos on these engines all the time - there is no way that the turbine head will sustain damage from Diesel soot build up - soot is soft almost like talc powder. The Gamma/TI material is still metallic and bonds onto the shaft in the very same way (electron beam welding - aka CVT) and there is no way the weld will fail either. Fallacies.
@@TurboDirectSA I agree about the heat, hence my confusion as to why agpturbo.com stated that BW said NO for heat, 750 is less than 1050c last I checked too. As well as several cummins owners that are mad about fraging an EFR that turned out not to be warrantied due to being used out of application. Talked to a fellow hear www.dieselpowerproducts.com he confured that EFR +cummins =bad the bearings get sloppy exceptionally fast alowing contact= frag out constatuted as abuse, he'll sell me all the EFR's with out warranty I will take but would be much happyer selling me SXE with the same tech as EFR less balls and 2x hever turbine
@@daviddroescher I have to disagree on the bearing system, and here is why -- see pages 34 and 35 www.borgwarner.com/docs/default-source/iam/boosting-technologies/bwts_performanceturbosgeneral_759_901.pdf
Diesel cummings, the can push soooooo much boost. Overspeeding the wheels on any turbo will case issues. Efr or garrett... When you buy a turbo based on wheel sizes, you end up with a smaller borg vs. Other common brands. Its not uncommon to see people under size a borg choice when comparing brands.
@@drewdavis239 if there warranty had been refused for over speed I would agree 100% however warranty was rejected due to being quote overheated unquoted by 300+° c below Specification.
@@teejay1600 G35 will outspool the larger turbo and the area under the graph will be probably be 30-40% more -- this is where the power and torque really counts for a streetable, yet still potent sprinter. Would have been nice to see the graphs overlaid to show what im referring to.
Do you think the small exhaust turbine will cause high exhaust manifold pressure. I feel like the g30 is a tiny turbine.... the g35 will let the motor breath easier? Im stuck with single scroll for now or I would go efr. I currently have a brand new gtx3576r. Brand new S52b32us , fully built. Looking for 550+ on pump gas. I feel like the g35-900 is the only choice, or i get a 3582 and use my current turbine housing. Im worried about high emap. I like a punchy car. 3.5" exhaust. No matter the turbo, .83 t4. Or before I buy, When will I be able to buy a comparable "turbo direct" unit instead?
So many people run the gtx series... like its the default choice here in america.... I WISH some one would put a few options on the exact same car with dyno plots /pulls.... like a 2.5 or 3 liter , with a 3071, a 3076 , 3576, 3582, 3584, g30660 g30770 g30900 g35900 g351050.... all to compare.... It woukd be the end all video for 6 cylinder turbo choice. Or bigger turbos w/v8 or smaller w/4cyl.... Its the information missing on the interwebs. Im not aginst trying other brands ... I just can never find true back to back. (Very rare) It could be a 2j , or a rb, or a s50/52/54 or even a single turbo n54... I spend so much time looking, so little g series data. This comment section has more info than most forums I dig through.
Great comment Drew, the opposite applies. The small turbine with the identical AR turbine housing on the 30 family will have less back pressure than the larger 35 turbine inside the same housing - yes they use the 100% Identical turbine housings. I would steer clear of Garrett for a number of reasons. The EFR range is far superior, as you have seen in the side by side comparison videos on the channel. The new G-series are overrated in both power printed on paper, their compressor maps arent anything like the printed HP claims, and the product itself is nothing like the previous proven GTX Gen2 range. Lastly not worth the money. The TurboDirect S.A range is coming soon, very soon - keep your eyes peeled, and if your project is not urgent, wait a while, you wont be sorry.
@@drewdavis239 I love this comment, and it falls inline directly with our plans in upcoming videos - we will be doing just that. I know the channel has been quiet for a few months now, but as you will see in the up-coming week (around the 29th) we will have alot more content for you, and VERY exciting content, which i know you all will absolutely love!
Great Video thank you! I'm aiming for 600 whp on my N54 with 93oct + Meth. I'm looking for a responsive setup and I also like a punchy car. Sadly, the EFR range doesn't fit on my Z4, compressor housing would contact the subframe. Instead I was thinking about a GTX3582R GEN 2 with 0.86 AR twinscroll aftermarket turbine housing. You think that would be the right choice or any better alternative out there?
Thank you for the compliment - this is a good option for you based on your HP target - turbodirect.co.za/store/index.php/shop/turbochargers/gtx3582r-forged-detail
Hello, I am building a 1jz vvti forged, I don't know what to choose between g30-900 and g35-900, it will be a street car and would like to have something quite brutal, we are aiming for 600-700whp , which should i pick ? and what a/r ?
Without a doubt the EFR7670 is the best option for the 1JZ as a street setup where you want decent spool. The smallest housing AR on the EFR7670 is the AR83 - the light weight turbine wheel will spool faster than the G30- series turbos and will make the claimed power easily.
@@TurboDirectSA Thanks for the answer but i see the efr7670 is with a internal Wastegate and non v band, so if I had to choose with Garrett what do you suggest ?
Bro, still about to buy a turbo. Reread your email. Thanks again. So close to finishing paying for my engine build. Open deck but everything else is fully built with sleeved cylinders. Guys are telling me get a garret, get a garret, or pure twin high flows. Still wanting track and street, I’m still interested in the efr 7670 you recommended. Wound that still be your #1 recommendation for my 1M and what kit for the turbo. Single>twins for N54??? Thanks again.
The guy should go for upgrade in valvetrain make the car run at least 8500rpm as redline, choose between g35-900 or efr8474 around 0.8 ar to meet power with broader torque curve. Otherwise, usable 5000-7000 rpm range would not make the car as enjoyable i think.
Hi there, I know this is an old video but I am looking for a turbo application for my ford focus RS mk3. The engine builder can use the G30-770 but that will give me 750hp at the crank, would it be better to have the G30-900 if the housings are the same size for turbo as the RS engine has little room for a huge turbo.
Thanks for the comment - first off, the G30-770 will never get to 750HP at the crank, it will battle to reach 700HP. Look at the compressor maps for a more realistic outline of what the turbo is capable of. What HP target are you looking to achieve?
@@TurboDirectSA thanks for the speedy reply, I am looking for around 750hp plus a little head room so I dont run the turbo maxed out. Its a fully forged 2.3l with water/ methanol kit. Its for the road with track/sprint.
@@Cyb3rn3tiX First off - if you havent already -- you will have to beef up ALOT of things for that motor and drive train to be able to handle the power target you have in mind. There are a number of turbochargers which fit the bill here, the G30-900 is NOT one of them im afraid. The next issue is that the power you aiming for is very high - lag will be an issue. Yes the manufacturers claim 900HP and 1000HP etc -- in reality you will never see those figures from the G-series turbo. You will have to go larger and if this is a street car, you will experience some lag - in fact quite alot of lag..... its the way it is and physics governs this im afraid. I would consider the EFR8474 Black to be honest, its going to spool the fastest out of the 900-950HP capable offerings, and it will make the claimed power.
Im aiming 550whp with the capacity to achieve 600whp+ down the road with my 2015 STi, question is im debating between the G30-770 and the G30-900, which one would be a good option to achieve my goals?
My first choice would be the EFR7670 without a doubt. The G30-900 is a little of a mismatch, and will definitely not produce 900HP. The G30-770 will produce similar power to the 7670 - which would be the best in terms of reliability, without a doubt the EFR, its better cartridge, much larger water cooling jackets in the bearing housing, and the internally gated turbine housing and Gamma-TI wheel are just unmatched by any Garrett especially in cost.
@@TurboDirectSA I read many times that the 7670 isn't producing much real world difference to the 7163 (which spools a _lot_ faster and is only like 20-30whp behind in the top end), that it isn't delivering the numbers from the map. The advice is to skip it and go to 8374. What do you think about such comments?
@@aspirantkzn Check the compressor map - the 7163 although is rated at 550HP on paper, it produces closer to 600HP. This is also why we see 550WHP from this turbo, because its under-rated. The 8374 is old, and only makes 750HP, the 8474Black replaces this with its revised design, which makes 950HP - spools the same as the 8374 too - there is a hole in the offerring at the moment, and we designing a larger, compressor for the 7670, and should release this soon, which will take it up to 750-800HP .
@@TurboDirectSA TY for quick (wow!) answer. So you think that the 7670 is still better than the G30-770/900 or G35-900? I'm shopping for something slightly larger than 7163 now, can't wait for new products. My car has a 2.8 V6 (B284 Saab) and is a daily with a need for oomph for our frequent no limit autobahn escapades (600whp top end would be ideal). What would be your recommendation for that, please (PS ideally with twin scroll)?
@@aspirantkzn Pleasure my friend. The 8474Black is without a doubt a serious contender for this engine. The turbo sits above and to the side of the gearbox, and might need a manifold runner upgrade to flow the energy you want to drive the turbo for your target HP - the 8474 will spool no problem on this engine, and it will make the 600WHP you aiming for easily with some in reserve. The G30-770 wont see 700HP at the crank. You will need to use everything it has to offer you, and you might come up shy of the power. The same goes for the 900 - although it claims 900HP look at the compressor map, this is in essence a much lower HP output turbocharger than advertised. Once again you will use it to its limits - which is not good. The EFR series runs cooler, spools faster (size for size family for family - apples with apples) and rotates up to 20% slower than the G-series turbos, making it reliable, rock solid, and the GAMMA TI turbine is seriously untouchable.
I would not use the G-series turbo. The GTX3582R Gen2 is a dynamite design and proven - based on the low price point when compared to the G35 - it makes no sense to use the G-series at all. The engine in question is large enough to easily spool the GTX35R and will make the power you want with no problems.
@@neliosantos8318 I would estimate 2.0bar gauge pressure, depending on the engine ability to use what the turbo provides and the supporting hardware mods.
@TurboDirectSA No a g35 900 makes more power everywhere on a n54 compared to a g30 900. Maybe on a rb25 or 4g63 g30 900 makes more power and torque early but on a n54 it doesnt. I literally just dynoed them.
@@blrn54 Depending on the turbine housing i have to disagree, we have done the very same tests using G30-900 with AR61 turbine housing and there was aLOT more resposnce from the G30 compared to the larger and laggier G35. Using the AR83 turbine housing the two turbos spooled more or less the same, BUT was still slightly faster linearly from the G30 - power output pound for pound was higher above 20psi on the 35family - for obvious reasons BUT only with the larger turbine housing.
your theory is flawed. yes you can add a dotted line UNDER any of those max boost hp/tq curves. but just adding boost doesn't work. you were actually talking about reducing boost so that you could then increase it later in the rpm range. which is just plain weird. that would only work if you were purposefully reducing torque in the middle by reducing boost to cater for limits in the drivetrain.
@@siyabandasekho6851 I was going to say the same thing especially after i have experienced my own car tuned by the maestro himself. My opinion is that Chris knows exactly what he is talking about.
I belive the G-series of turbocharges has to be the most overrated turbocharges ever. No realism. Just have a look at the exhaust flow chart. The A/R 0.61 housing with a G30 wheel flows only 20 lb/min. With the G35 wheel the flow is 24 lb/min. I do not belive this is enough exhaust flow for 750 whp. Looking at the compressor the inducer is only 62 mm. At about 2 bar gauge the max flow possible is about 75 lb/min. No way this will support 750 whp with E40 fuel. I belive the customer will be VERY disapointed if he goes this route.
What would you suggest for a 2JZ 400-500whp maybe 600, I was looking at a G35 900 with a 1.01 rear housing. But I'm now curious what you would suggest. It's a street car with stock 6800 Redline. Cheers
Thank you this video was great! I think I will go with the 3582r as that is the common option currently, and as you mentioned, gives me some more headroom for that power level.
100% -- it will be a wise choice.
Gold in the videos, gold in the comments, thanks man, surprisingly the gtx3582 gen 2 is still doing pretty good & seems to be pretty durable
GTX Gen2 is proven, when the dream team at Garrett still existed, then they went bankrupt.... many of the employees left due to the autocratic management and other issues.
awesome, definitely my favorite channel
Thanks buddy - much appreciated
I’m so torn because I want that big power but love the low end big block feel of the low end torque from my pure stage 2 twins
This is the case with most N54 owners - however what you don't understand is that its easier to spool a single turbo than two smaller units. You can use the entire exhaust energy accumulated together to drive the single turbo - if you combine the volume inside both turbine housings from your twin setup it will be close to if the the same as a single midframe turbocharger that is capable of more power than the twins are. E.G our G3077R will spool similarly to the twins but make double the HP store.turbodirect.co.za/index.php/shop/turbochargers/g3077r-forged-detail
@@TurboDirectSA that may be true but I’m making food boost by 1800rpm… the car feels like a big block.
thank you for the video! answered my question perfectly with my specific setup :)
Pleasure Zane - happy to help.
this dude knows what hes talking about
Thanks Kenneth!
I can’t believe you’re still responding to all the comments!
I’ve been mulling over this for months, I have a Mazdaspeed6, 2.3 engine, AWD; redline of 7900 rpm and I’m shooting for 650-720whp.
I’m not sure if should stick to a G30-770 and be happy with whatever it ends up making or do a G30-900 to try to actually hit the higher margin.
.83 AR turbine housing for sure.
It’s dumb but I’m looking for the best response possible because it’s a street car, while still making an idiotic amount of power that I won’t get bored of 😂
For the best spool versus power output - I’m sorry but Garrett should be your last choice. EFR is light years ahead! Don’t waste your time on the G-series turbos. For the HP target you aiming for the EFR8370 will do exactly what you want
@@TurboDirectSAhaha, I was gathering that from the rest of the comments.
I think unfortunately anything twin scroll is off the table for me, so I have to find the best option that isn’t.
Would you shill for any of the Precision turbo options? They’re highly regarded in the mazdaspeed community and suggested by the leading tuner, but I just hadn’t witnessed them perform to the same degree that I had seen Garretts
@@chapystick_ nothing will spoil or perform as well as the Borg in the OEM sector.
Hey legend. Im lovin ya videos!!
I’ve just acquired an rb25/30det that will sit in front of an R33gtst 5 speed and chucked into a Vl Calais…Itll Purely be street car so I’m going for response.
Would the g30-900 with a 0.83 rear do the trick?
What’s your opinion
Whats the target HP?
Amazing video! So very helpful!
Pleasure sir.
Great video, my 4.2l gtr r35 is having the g30-900’s plus a bunch of other stuff, should get good response but still big BHP.
Yes you will see good results - our bolt on GTX3582R Gen2 kit responds well and makes massive power!
Loved the video! I have the same car but different goals. It's a 2009 N54 335i and I'd like to use a Garrett turbo for the reliability, but am all about response. What Garrett turbo would suit me best to achieve the fastest spool, but still make 475-500 on 93 octane pump gas, and 550-600whp on E85?
To be honest i would consider the EFR range over Garrett, time has shown the G-series to be overrated and unreliable. However if you prefer this range the smaller of the two would provide the better response. Careful with boost levels - you can suffer shaft failure.
Now that you pointed out that Borg-Warner uses the lightweight Ti-Al turbine material, the old-school heavy inconel ones just look slow and old.
i’ve literally read most of all the comments on multiple vids. And i’ve been programmed LOL. whenever someone ask what garrett turbo they should run i know the answer will be “BORG WARNER EFR” 😂😂
LOL - GTX Gen1 and Gen2 -- proven, great.... cant go wrong - G-series = overrated, doesnt make the power claimed, and we starting to see reliability issues with them now too.
Your solution of adding boost won't help if the restriction is a choked turbine side.
Adding boost when ANY restriction exists will be futile.
Im surprised to see 0.61 rears mentioned for a 3 litre! Im used to seeing nothing less than 0.8s on stock capacity RB26s. Enjoy your videos as always👌
Streetable setups use the smaller AR housing for the low down response, but naturally the HP will become limited, and higher backpressures will be experienced.
@@TurboDirectSA My question is, is it generally better to go 1 turbine size up with a smaller A/R housing, or keep the "correct" or even one size DOWN turbine, with a bigger A/R housing? Assuming the vehicle is mixed-use (but mostly street) as opposed to pure street or pure track. I'll also watch the video to see if it's mentioned there, but if not; then I guess this is a preemptive comment, haha.
*EDIT:* You DID mention it in the video. Nice. Thank you.
There is so much more to choosing a match in your rotating assembly then blade count and noise. This is why there are off the shelf products which are matched , tested and maps plotted accordingly - changing these components will usually be detrimental to the performance of the turbo. @@Drunken_Hamster
@@TurboDirectSA I understand that, but a big part of the fun for me when it comes to cars are the noises and theatrics. There are other areas I can optimize any given setup to compensate for a perhaps not-so-optimized turbo that gives me the exact noises I want. Such as a twin-scroll housing and divided exhaust manifold, or a really good flowing head. Or getting a tighter A/R ratio to compensate for fewer turbine blades, etc.
This is why I ask so many questions. If I know all the variables, I can pick and choose where I want to make sacrifices and advances in order to min-max my wants vs my needs.
Twin scroll housings versus any other design do not contribute to noises. Wastegate, inlet tract and BOV (or the lack of using one) do. @@Drunken_Hamster
How do you think I did with a bottom mount speed tech kit?
Gtw3884r aka 6265 ball bearing, 0.82AR.
Stock internal n54. Been a very reliable street drift car. Stock fueling system with a dw400 and custom map of course. I run 23-24psi daily and on track. Clutches have been a problem 😂.
Turner has told me 550 wheel and I believe him with what I find out these clutches are rated to the FLY and not crank. Bad mistake on my part. I don't wanna be on the floor again with the trans but I'll likely have to be one last time with a 900ftlb rated clutch kit.
hows the spool on this kit?
Excellent video and so much useful information. Thanks!
I have a forged 2JZ-GTE MK4 Supra running an old T4 single turbo on a divided manifold with a 60mm external HKS wastegate and want to change the turbo for a more modern faster spooling setup for street use mainly and the odd rolling race. Hoping to hit around 650-750WHP on 97 octane pump gas (UK) - what turbo would you recommend??
Hi, thank you for the compliment. The T4 flange face setups on a 2JZ are pretty easy to make suggestions for - BorgWarner do the EFR range for a ball bearing option, and for the power you want to make, i would suggest the EFR8474 Black Series without a doubt - it will spool fast and make the required power with ease.
if you do not combine cylinders 1, 2, and 3 (not firing order, but actual number of cylinder from front to back) on one volute and 4, 5, and 6 on the other volute, you are wasting the whole point of the bifurcated turbine housing.
Turbos LIVE FOR PULSATION. Whatever you can do to exaggerate that makes your turbo spool up faster.
By making the turbo spool up faster by exaggerating the pulses, you can use a larger A/R on the turbine side and still achieve acceptable spool-up times, and this will widen your power band. If you use the same A/R housing but properly group your turbo pulses, you will then just spool up more quickly, also widening the power band.
Bifurcated turbine housings were designed by large teams of engineers. Combining your exhaust into one collector prior to it worse than voids the benefits of it.
Did you actually make decent power with 97 octane?? is there no 99 ron where you live ? be very surprised if you cross 600 Crank with 97 ,,cant see you will get enough timing and det resistance with the lower grade
@marcperrett662 I made 730 at the crank on 99. I'm not sure what the figures were on the 97 map. I ended up going with a Garrett G30-900 1.06AR divided on a proper divided manifold running 1.5bar boost. I'm quite happy with the response and overall power for the setup.
@@foxy_media nice numbers and about what i would expect for 99ron ,,the 97 is pretty poor for det resistance ,,could probably knock 50-70hp off that number for 97 IF it would allow that much boost ,,,the southern irish guys are stuck with 95 😥,,,will try the same turbo on my new 2,35 impreza engine ,,probably lowish 600s on 99 and maybe late 600s or very low 700s with a bit of meth ,,fed up with a 35 rear end on my current turbo ,,would like to try the 30 turbine in the 900 size👍👍👍👍👍
Good content man, the garret hp ratings on the g series seems the comp could flow it in the perfect conditions which no one really has.
What do you think of the s361 up to 364.5 bw range? There's a good chance my turbo will eat ringland so a cheaper option to the 8374 8474 would be good, or after reading the comments maybe gtx3582 gen2 in the .82 t3
Thanks for the compliment - the 8474 will run rings around the G35 series. We have tested these back to back on a few cars with very impressive results from the EFR range - the Garrett product is over-rated and simply does not perform as advertised. Pity, because this was once a really great product with an awesome team behind it - how things have changed since their bankreuptcy.
Honda K20/K24. Shooting for 750whp. Thinking the 3582r Gen 2 is probably the way to go. Do you recommend the .63 housing still?
100% -- the Honda engines rev high - use the AR83 housing - youll fall short ontop with the 63.
@@TurboDirectSA Fantastic. I was already thinking prior to asking, I'd probably need to move up to the .83. I REALLY appreciate your time and reply. Your content is sooo much better than other channels.
@@Tixbomber Absolute pleasure buddy - im happy to hear your positive opinion - mean alot to our team behind the scenes.
Why don't people ever talk about waste gate sizing when overcoming small exhaust housings and/or wheels? If you put a 60mm gate on the g30-900; in a flow favoring position on the manifold, would it not overcome the back pressure or "fall off" of power on the high rpm?
Thanks for the comment, and its a good one - this requires a video to explain. 99% of people dont know how to choose a wastegate or how it works (im not talking about the principal of the valve either) which is key to answer your question. Look out for this coming up soon.
Hello, I am looking to get a g30-770 upgrade turbo for my ewg bmw n55. Do you think it will be able to achieve over 550whp?
Thanks for the comment - at its absolute max it will make this power. The problem is that you will have to run the turbo flat out all the time if you want to use this power as a permanent setting on the car. I would opt for a larger turbo that will make this power at 70% of its capability, so that you ensure a reliable service. Running the G-series turbo at its max permanently will not offer you a reliable service life at all.
@@TurboDirectSA I'm also looking into this Kinugawa gtx 3582 gen II turbo, do you know if this would be a good option?
@@bonestockn55 Here is an option for you - store.turbodirect.co.za/index.php/shop/category-layout/results,1-24?virtuemart_category_id=&keyword=g3582&limitstart=0&option=com_virtuemart&view=category&Itemid=541
These turbochargers are manufactures by us and this specific turbo with the AR63 turbine housing made 811WHP on a 1.8T 20V VW motor - this video is on our facebook page here
fb.watch/gcCFNjWWw5/
@UCQVV4bFK-i5ceuu074pSdBw it won't be I'm afraid. Manifold fabrication or modification of the stock manifold will be required.
hi i have r34 gtr still factory i want to put a g30 or g35 on it to do away with the twin factory turbo's. the tuning shop is saying i will loose low end power and response if they goto single turbo. after watching lots of youtube videos i don't think i will. whats your opinion?im hoping to get around 500 whp on factory motor and keep low end power. some head room on the turbo would be nice for future engine work. but i don't want to sacrifice low end power as its just a street car.
@@freedom3469 store.turbodirect.co.za/index.php/shop/turbochargers/turbocharger-turbodirect-s-a/g3076r1-forged-detail
This is what you should install - quick spool and will produce the target HP and then some. The genuine Garrett G-series is overrated and underperforming for the expensive price.
@@TurboDirectSA thank you for your advice. can you tell me about the turbo you recomended or have any links for it. how much? supply to New Zealand ?
@@freedom3469 shoot an email to info@turbodirect.co.za for more info
Looking to buy a new turbo for my single turbo 335xi, why and would you recommend a g30-900 over a gtx3584RS gen2? Goal is about 800awhp, no specific driving style but definitely want the fastest spool up..
Matt i wouldnt choose either of these turbochargers especially not the G-series. They are overrated and will not see yuo to that HP target, not even close.
The GTX3582R Gen2 is proven, fast spooling and able to make the power you want. It will run high boost, but will outspool both the other two turbochargers with ease.
Very informative! Looking at putting the G30-900 on a 2.2L 4G63.
The EVO motor is dynamite - will spool fast and make decent power.
Should spool a bit earlier with the MIVEC as well 👍🏼
@@michaelplant4351 Its a small turbine stage - will spool EASILY with the 2.4 -- you using a 102mm crank and big bore - i had an EVO4 with the same setup but full head work etc -- spooled the GEN1 GTX3076R like nothing!
@@TurboDirectSA Looking at 600+ WHP, street & circuit setup so I don't want it to be too laggy. Would you suggest G30-770 or G30-900?
From what I've researched the 900 should work well.
@@michaelplant4351 What HP? I would go G30-660 or GTX3071R Gen2 -- spool is faster and linear response is quick. A step ahead is the EFR7163 (550WHP) or the EFR7670 (650WHP) - much better turbo for circuit.
Hey, tell me. BMW 1m owner. May track, do some pools and drift around town, my daily and I’ve been pulled between gtx3586rs, 30 770, and one of the efr’s you mentioned for tracking. Knowing the N54 engine and I’ll have a bullet proof engine build within the month, what sounds like the best option and what opinions within that option do you recommend? I know that’s a loaded question. Sorry, I’m a selfish American lol.
Hi buddy - you shot me an email - did you receive my reply?
Hi I’m really enjoying all of your no nonsense and very informative videos, thank you.
We are building a new bmw 135i track only car with an N54
Our intention is to run port injection only and a single turbo.
We’re looking for a reliable 550hp at the wheels. Redline 7000 rpm.
We were going to use a Garrett G30-770 which looks fine on paper but.....
Looking at the comments here and your replies, I’m starting to think that it’s not the best option.
I’m only interested in a quality genuine unit that we can run with plenty of heat capacity to spare.
Can I be cheeky and ask your recommendation for this application?
John - thanks for the comment. In my opinion, the EFR range is far superior as its designed specifically for track and circuit racing. The reliability, linear response and the bullet proof bearing system is unmatched. The power you want will easily be achieved by the EFR7670 - i would opt for the AR83 turbine housing, as you will be spending most of your time in the higher RPM range and the large engine will have no issues spooling this up at all - even in slower corners, like a hair pin.
Thank very much for your advice and prompt response.
Great videos 👍 im trying to decide on turbo setup for my Golf R32 VR6 3.2 V6 if you can help me out? Looking to run 650 crank hp give or take and would like best response possible as its a street car. I'm between G30-900, G35-900 and the GTX3582R Gen 2 all T4 .82 AR.
Any info would be appreciated 👍
Thanks for the compliment - I would not be looking at Garrett at all for this application to be honest. Especially not the G-series. The G-series is not cut out to be what it says on paper.
The EFR8474 BlackSeries will work perfectly on this setup with the internally gated 42mm swing valve, the Gamma-TI turbine will respond faster than any G-series turbo in the same family (G35) and will outperform the garrett easily. Its a complete package and costs less money - its more reliable, has better materials (ally bearing housing), lighter, larger cooling jackets (much more reliable) etc
@@TurboDirectSA Thanks for the reply. I was looking a EFR turbo at first but I'm using a CTS turbo log style manifold which is single T4 and EFR are twin scroll it also already has wastegate flange. I've been offered really good trade discount on any garret turbo, If you had to pick a turbo from the garret range what would you choose? Really appreciate your help 👍
@@dkautos I would blank off the gate and use the EFR - if Garrett was the only option, i would go for the GTX3582R Gen2 - G-series is overrated and does not make more power than the GTX Gen2. Keep in mind that even thought yo umight get a trade discount - you still need to fork out for an external gate.
For the rasons that you choose the g30 I was going to run a efr6258 instead of the g25-550.
Could you shead some light on the EFR line turbin wheel explosions /structural failure when run on diesel? When I ordered my g26-550 (2nd choice). I was after the EFR6258 but the salesman told me "BW said NO DIESEL they run too hot" . .. 584c seams to be ruffly 1/2 the desine criteria of 1050c rated, so how is 50% less than desined a NO WARRANTY over heat failure?
I am theorizing that the carbon /coaking in the exhaust air stream is reacting with the aluminide /ti bonds chemically, resulting in erosion/ degradation of The "stiffness" that is being labled "non warrantable heat induced cyclic failure due to abuse". I did a little reading (paraphrased) "...the EFR was a bad a$$ all the horsepower's instant boost then boom no warranty out an IC and 3k , still needing a charger IC and boost tubes whats up with a ?heat failure? Never got over 1400°f(690c)..."
With a certified turbo failure analysis lab this would rightup your allie.
I was also told that this problem only exists in the EFR line and is the ti alumide composition is at the root.
EFR is on another level compared to Garrett in terms of bearing design, materials, etc - i'm sorry but i totally disagree with the comment that a Diesel engine runs hotter than a gasoline driven engine - this is in fact opposite - your will NOT suffer a failure from the EFR range because of operation on a diesel engine due to thermal loads. The bearing system is designed in a way that it will handle much more heat than the likes of the Garrett bearing design, or any other ball bearing design for that matter - EFR stands for engineered for racing and that it does and 100% successfully - lap after lap in competition you will never experience more thermal loading than this application.
The EURO5 and EURO6 engines run at 750-800+ DegC - we run these turbos on these engines all the time - there is no way that the turbine head will sustain damage from Diesel soot build up - soot is soft almost like talc powder. The Gamma/TI material is still metallic and bonds onto the shaft in the very same way (electron beam welding - aka CVT) and there is no way the weld will fail either. Fallacies.
@@TurboDirectSA I agree about the heat, hence my confusion as to why agpturbo.com stated that BW said NO for heat, 750 is less than 1050c last I checked too.
As well as several cummins owners that are mad about fraging an EFR that turned out not to be warrantied due to being used out of application.
Talked to a fellow hear www.dieselpowerproducts.com he confured that EFR +cummins =bad the bearings get sloppy exceptionally fast alowing contact= frag out constatuted as abuse, he'll sell me all the EFR's with out warranty I will take but would be much happyer selling me SXE with the same tech as EFR less balls and 2x hever turbine
@@daviddroescher I have to disagree on the bearing system, and here is why -- see pages 34 and 35 www.borgwarner.com/docs/default-source/iam/boosting-technologies/bwts_performanceturbosgeneral_759_901.pdf
Diesel cummings, the can push soooooo much boost. Overspeeding the wheels on any turbo will case issues. Efr or garrett... When you buy a turbo based on wheel sizes, you end up with a smaller borg vs. Other common brands. Its not uncommon to see people under size a borg choice when comparing brands.
@@drewdavis239 if there warranty had been refused for over speed I would agree 100% however warranty was rejected due to being quote overheated unquoted by 300+° c below Specification.
Awesome video great information
Thank you very much!
@@TurboDirectSA i run a Gtx3582r .82 on my Nissan FJ20 2140cc 30psi making 650whp
@@teejay1600 Thats a proven turbo and reliable! Im still a fan of the old school designs to be honest
@@TurboDirectSA ruclips.net/video/mVkA4PQtElM/видео.html
A comparison done by some Aussies i know.
@@teejay1600 G35 will outspool the larger turbo and the area under the graph will be probably be 30-40% more -- this is where the power and torque really counts for a streetable, yet still potent sprinter. Would have been nice to see the graphs overlaid to show what im referring to.
Do you think the small exhaust turbine will cause high exhaust manifold pressure. I feel like the g30 is a tiny turbine.... the g35 will let the motor breath easier? Im stuck with single scroll for now or I would go efr. I currently have a brand new gtx3576r. Brand new S52b32us , fully built. Looking for 550+ on pump gas. I feel like the g35-900 is the only choice, or i get a 3582 and use my current turbine housing. Im worried about high emap. I like a punchy car. 3.5" exhaust. No matter the turbo, .83 t4. Or before I buy, When will I be able to buy a comparable "turbo direct" unit instead?
So many people run the gtx series... like its the default choice here in america.... I WISH some one would put a few options on the exact same car with dyno plots /pulls.... like a 2.5 or 3 liter , with a 3071, a 3076 , 3576, 3582, 3584, g30660 g30770 g30900 g35900 g351050.... all to compare.... It woukd be the end all video for 6 cylinder turbo choice. Or bigger turbos w/v8 or smaller w/4cyl.... Its the information missing on the interwebs. Im not aginst trying other brands ... I just can never find true back to back. (Very rare) It could be a 2j , or a rb, or a s50/52/54 or even a single turbo n54... I spend so much time looking, so little g series data. This comment section has more info than most forums I dig through.
Great comment Drew, the opposite applies. The small turbine with the identical AR turbine housing on the 30 family will have less back pressure than the larger 35 turbine inside the same housing - yes they use the 100% Identical turbine housings. I would steer clear of Garrett for a number of reasons.
The EFR range is far superior, as you have seen in the side by side comparison videos on the channel. The new G-series are overrated in both power printed on paper, their compressor maps arent anything like the printed HP claims, and the product itself is nothing like the previous proven GTX Gen2 range. Lastly not worth the money.
The TurboDirect S.A range is coming soon, very soon - keep your eyes peeled, and if your project is not urgent, wait a while, you wont be sorry.
@@drewdavis239 I love this comment, and it falls inline directly with our plans in upcoming videos - we will be doing just that. I know the channel has been quiet for a few months now, but as you will see in the up-coming week (around the 29th) we will have alot more content for you, and VERY exciting content, which i know you all will absolutely love!
Great Video thank you!
I'm aiming for 600 whp on my N54 with 93oct + Meth. I'm looking for a responsive setup and I also like a punchy car.
Sadly, the EFR range doesn't fit on my Z4, compressor housing would contact the subframe.
Instead I was thinking about a GTX3582R GEN 2 with 0.86 AR twinscroll aftermarket turbine housing. You think that would be the right choice or any better alternative out there?
Thank you for the compliment - this is a good option for you based on your HP target - turbodirect.co.za/store/index.php/shop/turbochargers/gtx3582r-forged-detail
Hello, I am building a 1jz vvti forged, I don't know what to choose between g30-900 and g35-900, it will be a street car and would like to have something quite brutal, we are aiming for 600-700whp
, which should i pick ? and what a/r ?
Without a doubt the EFR7670 is the best option for the 1JZ as a street setup where you want decent spool. The smallest housing AR on the EFR7670 is the AR83 - the light weight turbine wheel will spool faster than the G30- series turbos and will make the claimed power easily.
@@TurboDirectSA Thanks for the answer but i see the efr7670 is with a internal Wastegate and non v band, so if I had to choose with Garrett what do you suggest ?
@@theopunisher3021 I wouldnt choose the G-series turbos at all. The GTX3076R Gen2 is a much better, proven setup, and has Vband housing opitons.
Bro, still about to buy a turbo. Reread your email. Thanks again. So close to finishing paying for my engine build. Open deck but everything else is fully built with sleeved cylinders. Guys are telling me get a garret, get a garret, or pure twin high flows. Still wanting track and street, I’m still interested in the efr 7670 you recommended. Wound that still be your #1 recommendation for my 1M and what kit for the turbo. Single>twins for N54??? Thanks again.
The guy should go for upgrade in valvetrain make the car run at least 8500rpm as redline, choose between g35-900 or efr8474 around 0.8 ar to meet power with broader torque curve. Otherwise, usable 5000-7000 rpm range would not make the car as enjoyable i think.
Hi there, I know this is an old video but I am looking for a turbo application for my ford focus RS mk3. The engine builder can use the G30-770 but that will give me 750hp at the crank, would it be better to have the G30-900 if the housings are the same size for turbo as the RS engine has little room for a huge turbo.
Thanks for the comment - first off, the G30-770 will never get to 750HP at the crank, it will battle to reach 700HP. Look at the compressor maps for a more realistic outline of what the turbo is capable of. What HP target are you looking to achieve?
@@TurboDirectSA thanks for the speedy reply, I am looking for around 750hp plus a little head room so I dont run the turbo maxed out. Its a fully forged 2.3l with water/ methanol kit. Its for the road with track/sprint.
@@Cyb3rn3tiX First off - if you havent already -- you will have to beef up ALOT of things for that motor and drive train to be able to handle the power target you have in mind.
There are a number of turbochargers which fit the bill here, the G30-900 is NOT one of them im afraid. The next issue is that the power you aiming for is very high - lag will be an issue. Yes the manufacturers claim 900HP and 1000HP etc -- in reality you will never see those figures from the G-series turbo. You will have to go larger and if this is a street car, you will experience some lag - in fact quite alot of lag..... its the way it is and physics governs this im afraid.
I would consider the EFR8474 Black to be honest, its going to spool the fastest out of the 900-950HP capable offerings, and it will make the claimed power.
Im aiming 550whp with the capacity to achieve 600whp+ down the road with my 2015 STi, question is im debating between the G30-770 and the G30-900, which one would be a good option to achieve my goals?
My first choice would be the EFR7670 without a doubt. The G30-900 is a little of a mismatch, and will definitely not produce 900HP. The G30-770 will produce similar power to the 7670 - which would be the best in terms of reliability, without a doubt the EFR, its better cartridge, much larger water cooling jackets in the bearing housing, and the internally gated turbine housing and Gamma-TI wheel are just unmatched by any Garrett especially in cost.
@@TurboDirectSA I read many times that the 7670 isn't producing much real world difference to the 7163 (which spools a _lot_ faster and is only like 20-30whp behind in the top end), that it isn't delivering the numbers from the map. The advice is to skip it and go to 8374. What do you think about such comments?
@@aspirantkzn Check the compressor map - the 7163 although is rated at 550HP on paper, it produces closer to 600HP. This is also why we see 550WHP from this turbo, because its under-rated.
The 8374 is old, and only makes 750HP, the 8474Black replaces this with its revised design, which makes 950HP - spools the same as the 8374 too - there is a hole in the offerring at the moment, and we designing a larger, compressor for the 7670, and should release this soon, which will take it up to 750-800HP .
@@TurboDirectSA TY for quick (wow!) answer. So you think that the 7670 is still better than the G30-770/900 or G35-900?
I'm shopping for something slightly larger than 7163 now, can't wait for new products. My car has a 2.8 V6 (B284 Saab) and is a daily with a need for oomph for our frequent no limit autobahn escapades (600whp top end would be ideal). What would be your recommendation for that, please (PS ideally with twin scroll)?
@@aspirantkzn Pleasure my friend. The 8474Black is without a doubt a serious contender for this engine. The turbo sits above and to the side of the gearbox, and might need a manifold runner upgrade to flow the energy you want to drive the turbo for your target HP - the 8474 will spool no problem on this engine, and it will make the 600WHP you aiming for easily with some in reserve.
The G30-770 wont see 700HP at the crank. You will need to use everything it has to offer you, and you might come up shy of the power. The same goes for the 900 - although it claims 900HP look at the compressor map, this is in essence a much lower HP output turbocharger than advertised. Once again you will use it to its limits - which is not good.
The EFR series runs cooler, spools faster (size for size family for family - apples with apples) and rotates up to 20% slower than the G-series turbos, making it reliable, rock solid, and the GAMMA TI turbine is seriously untouchable.
What g series turbo you recommend to do 800hp (max) to the wheel on a 350/370z and have a good response you talk about on the video?
I would not use the G-series turbo. The GTX3582R Gen2 is a dynamite design and proven - based on the low price point when compared to the G35 - it makes no sense to use the G-series at all. The engine in question is large enough to easily spool the GTX35R and will make the power you want with no problems.
@@TurboDirectSA would be how much boost? Thank you for the answer ❤️
@@neliosantos8318 I would estimate 2.0bar gauge pressure, depending on the engine ability to use what the turbo provides and the supporting hardware mods.
Why didn't you recommend the 3584rs?
The GTX3582R Gen2 is more than capable of doing the job and faster response aswell as less money
3584rs is more expensive than G35-1050 ?
@@mushasho No more or less the same price, but the GTX3582R Gen2 is alot less money.
Is 84rs no longer a competent turbo compared to the 1050?@@TurboDirectSA
@@mushasho It is very competent, more so than the G35-1050 in my opinion.
I just did this on a n54 the G35 900 makes more power and torque everywhere compared to a G30 900.
@@blrn54 with more lag down low yes
@TurboDirectSA No a g35 900 makes more power everywhere on a n54 compared to a g30 900. Maybe on a rb25 or 4g63 g30 900 makes more power and torque early but on a n54 it doesnt.
I literally just dynoed them.
@@blrn54 Depending on the turbine housing i have to disagree, we have done the very same tests using G30-900 with AR61 turbine housing and there was aLOT more resposnce from the G30 compared to the larger and laggier G35. Using the AR83 turbine housing the two turbos spooled more or less the same, BUT was still slightly faster linearly from the G30 - power output pound for pound was higher above 20psi on the 35family - for obvious reasons BUT only with the larger turbine housing.
your theory is flawed. yes you can add a dotted line UNDER any of those max boost hp/tq curves. but just adding boost doesn't work. you were actually talking about reducing boost so that you could then increase it later in the rpm range. which is just plain weird. that would only work if you were purposefully reducing torque in the middle by reducing boost to cater for limits in the drivetrain.
I understood exactly what was said. Maybe you should listen carefully next time.
@@siyabandasekho6851 I was going to say the same thing especially after i have experienced my own car tuned by the maestro himself. My opinion is that Chris knows exactly what he is talking about.
@@brunopotgieter2016 .....
Not sure what you dont understand in the video that you claim is wierd -- let me know and ill be happy to explain it to you.
@@TurboDirectSA As always, willing to help. Thanks Chris, you a true gentleman.
I belive the G-series of turbocharges has to be the most overrated turbocharges ever. No realism. Just have a look at the exhaust flow chart. The A/R 0.61 housing with a G30 wheel flows only 20 lb/min. With the G35 wheel the flow is 24 lb/min.
I do not belive this is enough exhaust flow for 750 whp.
Looking at the compressor the inducer is only 62 mm. At about 2 bar gauge the max flow possible is about 75 lb/min. No way this will support 750 whp with E40 fuel. I belive the customer will be VERY disapointed if he goes this route.
The compressor map we have found to be optimistic
What would you suggest for a 2JZ 400-500whp maybe 600, I was looking at a G35 900 with a 1.01 rear housing. But I'm now curious what you would suggest. It's a street car with stock 6800 Redline. Cheers
@@VandilFish efr8474 black series without a doubt with AR83 turbine housing - easily spool fast and make the required power with plenty in reserve