garret gt series dual ball bearing turbo

[Frank]

Thanks for the real life assesment. I would love to see some nice dyno plots if available.


Frank

[2.2TurboJoe]

Quote:

Originally Posted by fkatzenb Thanks for the real life assesment. I would love to see some nice dyno plots if available. Frank

I do have some dyno plots with the car running extremely rich but are still impressive on how quick and hard the boost comes on even with the wide band O2 sensor way off the chart at less than 4k. I have no way to convert it to Jpeg format to post but if you have a dyno jet viewer downloaded I can email it to ya to take a look at..... Car is going back on the dyno to be tuned within 4 weeks....

[2.2TurboJoe]

Quote:

Originally Posted by Chris W I was in the process of writing a lengthy reply to everyone's questions when we were suddenly hit by a power failure and all was lost. Thanks for your timely feedback Joe Your 3 posts pretty much covered everything I had written with the exception of the incredible 85 degree compressor outlet temperature difference you experienced. We look forward to your results after you get dialed in. Chris-TU

I have had the turbo for a while now and had completely forgot about the big temp difference in the compressed charge air leaving the compressor. This turbo dose it's job very efficently. I have a 2 chanel K type thermocouple datalogger that I use only for the air temp leaving the compressor and the air temp leaving the intercooler. It records a reading on both chanels every second during my runs. This is how I got the info to compare on these turbo's. What a difference!

[DakotaKid]

Joe e-mail me the file and I will convert it.

-Bryan

[spoolboy]

I can view those dynojet files too if you want to upload or email them.

[spoolboy]

Quote:

Originally Posted by fkatzenb but you have to refill the bottle, all the time! turbo is good anytime, anywhere. with no2, you have to keep it to the track. i want power all the time.

Think about what you just said.

Can you realy use 400whp+ on the street in a FWD? Do you need quicker spool-up on the street? Why? 26x10x15 slicks don't work too well on public roads.

If you're at the track, and running a 50hp shot, you can make quite a few runs with it.

IMHO, the GT/BB turbos are for the gold-chainer folks who pay extra for anything polished for their car.

Nice gimmick, very nice technology, but not really a big advantage for 99.9% of the people out there.

The reason a BB turbo "feels" so much nicer when hand spun is because a non BB turbo has no oil pressure when you're spinning it. The shaft floats on a layer of oil when the engine is running.

Anyway, if you buy one, I'm sure you won't be dissappointed with it.

Dennis

[DakotaKid]

Here is Joe's Dynojet Plot:

[4sfed4]

Quote:

Originally Posted by TrboVan Here is Joe's Dynojet Plot:

Can you post it with power/torque vs. rpm?

[DakotaKid]

Quote:

Originally Posted by 4sfed4 Can you post it with power/torque vs. rpm?

You wish is my command.

[Frank]

Quote:

Originally Posted by spoolboy Think about what you just said. Can you realy use 400whp+ on the street in a FWD? Do you need quicker spool-up on the street? Why? 26x10x15 slicks don't work too well on public roads. If you're at the track, and running a 50hp shot, you can make quite a few runs with it. IMHO, the GT/BB turbos are for the gold-chainer folks who pay extra for anything polished for their car. Nice gimmick, very nice technology, but not really a big advantage for 99.9% of the people out there. The reason a BB turbo "feels" so much nicer when hand spun is because a non BB turbo has no oil pressure when you're spinning it. The shaft floats on a layer of oil when the engine is running. Anyway, if you buy one, I'm sure you won't be dissappointed with it. Dennis

I would have to say 96% of turbo dodge people. Most turbo'ed cars run a more efficent setup, and in turn could really use a GT series turbo.

In regards to the a shot and power.... you havent meet me. hehehehehe


Frank

[Frank]

There is some nice power. What kind of outlet temperatures and boost were seen on this run?


thanks
Frank

[2.2TurboJoe]

Quote:

Originally Posted by spoolboy Think about what you just said. Can you realy use 400whp+ on the street in a FWD? Do you need quicker spool-up on the street? Why? 26x10x15 slicks don't work too well on public roads. If you're at the track, and running a 50hp shot, you can make quite a few runs with it. IMHO, the GT/BB turbos are for the gold-chainer folks who pay extra for anything polished for their car. Nice gimmick, very nice technology, but not really a big advantage for 99.9% of the people out there. The reason a BB turbo "feels" so much nicer when hand spun is because a non BB turbo has no oil pressure when you're spinning it. The shaft floats on a layer of oil when the engine is running. Anyway, if you buy one, I'm sure you won't be dissappointed with it. Dennis

Dennis, If you install this turbo in your car will you instantly have 400HP? Of coarse not. All I am saying is this turbo will greatly enhance your street/strip ride.
I don't know of anyone who would say "nope, a quicker spooling turbo would make my car worthless for street use" or "Man, if my turbo would have just reached max boost slower as that mustang pulled out to pass me, he would have never got around"
Gold-chainer folks? Gimmick? I'm not sure what your trying to say but the message is clear that you have never experienced the benifits of this new technology in turbos. I will never go back even if it was for a daily driver. I would buy one for the druability advantage alone.
You don't have to beleive that this turbo dosn't have to work near as hard to reach a given amount of boost or that your intake temps are greatly reduced at any given boost or that it will come into boost and reach max boost at least 500rpm quicker or that after using it a year the shaft feels just as it did the day I got it insted of all sloppy like the sleave turbo's get in very short order but take it from a guy who has ran this turbo for exactly 1 year today, Even you Dennis would wonder how you ever got by with out this technology working for you.
Besides, if you had a part in you car that nobody else had that was working extremely well for you, I would be a fool to tell you that the part would not be a big advantage for 99.9% of the people out there. Especially if I had never personaly used one. That would be just CRAZY!
I have nothing to gain by lying or misleading anyone here, I'm just trying to help you guys gain a better understanding of the real life benifits of this "new to us" technology. I do find it hard to put all of it into words since there are so many areas of benifit. I do totally agree with you here though Dennis.... "Anyway, if you buy one, I'm sure you won't be dissappointed with it."

[2.2TurboJoe]

Quote:

Originally Posted by TrboVan Here is Joe's Dynojet Plot:

Thanks alot Bryan, I had hoped you could post one with the tq/hp and one with the HP/AF so they can see how rich it goes and still keeps making great power.
STD correction = 378HP and 418TQ at 4500rpm with the A/F off the chart at
4700rpm. The first couple runs the A/F was off the chart by 4000rpm

[2.2TurboJoe]

Quote:

Originally Posted by fkatzenb There is some nice power. What kind of outlet temperatures and boost were seen on this run? thanks Frank

Thanks Frank,
Boost was set at no more than 30psi on the dyno.
Taking these after turbo temps and after intercooler temps would be worthless information sitting on the dyno with a little fan blowing on the intercooler. Here are the temps from a nice 1/4 mi pass on a 70 degree day. mid11's@around125mph


IC in IC out
157.2 75.7 < Staged
175.5 75.7
197.7 75.7
262.0 75.6!!!
281.3 75.5!!!!! <Going faster
272.3 75.5 <shifted to 3rd
252.9 75.6
246.7 76.4
253.1 76.4
312.8 77.3
345.7 78.3
348.1 78.9
377.3 82.6<Though the traps on a 70 degree day at 32psi!

Compared to the old technology turbo and compressor wheels I used to run (FM E3 equivilent on an opened way up .48 compressor housing) these turbo outlet numbers are way lower at the same 32psi. BTW, a tripple core IC works rather well 12 degrees above ambient through the traps. I think the last reading was recorded as the throttle plate was on it's way closing due to the numbers taking a jump. Next to the last reading is probably a more accurate measurement.

[4sfed4]

Quote:

Originally Posted by 2.2TurboJoe Thanks Frank, Boost was set at no more than 30psi on the dyno. Taking these after turbo temps and after intercooler temps would be worthless information sitting on the dyno with a little fan blowing on the intercooler. Here are the temps from a nice 1/4 mi pass on a 70 degree day. mid11's@around125mph IC in IC out 157.2 75.7 < Staged 175.5 75.7 197.7 75.7 262.0 75.6!!! 281.3 75.5!!!!! <Going faster 272.3 75.5 <shifted to 3rd 252.9 75.6 246.7 76.4 253.1 76.4 312.8 77.3 345.7 78.3 348.1 78.9 377.3 82.6<Though the traps on a 70 degree day at 32psi! Compared to the old technology turbo and compressor wheels I used to run (FM E3 equivilent on an opened way up .48 compressor housing) these turbo outlet numbers are way lower at the same 32psi. BTW, a tripple core IC works rather well 12 degrees above ambient through the traps. I think the last reading was recorded as the throttle plate was on it's way closing due to the numbers taking a jump. Next to the last reading is probably a more accurate measurement.

I made some quick efficiency calcs with your measured data.

I assumed the inlet temp going into the turbo was 10 F higher than ambient, or 80 F. (Just an estimate based on what I see on my car.)

Assuming the 80 F inlet temp and 32 psi boost, at the data sample just before you let off at top of the track, the compressor is about 78% efficient. Excellent!

And, at the top of the track (assuming 70 F air running over the IC), your intercooler is 97% efficient! Thats good info as I also have a 3 core IC