Ace83

iTrader: (6)

gt3076r 0.82 a/r ftw! will get you to your goals like what the ptuning 500hp is running or the precision 6262 or gt35.. but you dont have to over kill if you dont need to. Hooking up the waterlines isnt hard, it cools the turbo better too but you just have to upgrade your cooling to get rid off the added heat to your system if its a daily driver

m6ar2cel6oTC

also if going past 400whp i suggest changing tht down pipe to 3 inches. that 2.5 exhaust will have some back pressure.

RusWolf

iTrader: (3)

yes i'm planning on changing the DP and Sp to 3'' inch later on for sure man.

ACE, are those turbo's compatible to S1 kit ?

i've been thinking, S1 kit uses T3 turbo, does that mean that any turbo with 5 bolt DP pattern and T3 housing will basically bolt right up ?

Crush Automotive Customs

t3 refers to the "foot" (turbo to mani flange)

Crush Automotive Customs

the garrett gt3076R turbo has a four bolt discharge (downpipe) flange

http://www.turbobygarrett.com/turbob...382_12_new.pdf

however you can search around for a 3076 that is modified for a 5 bolt discharge flange or find an adapter...its still iffy if even after the adapter it will work.

now this may work better if this is the flange in question (gt3071R)

http://www.turbobygarrett.com/turbob...2_3_20_new.pdf

another option is to just buy the center section with the wheels so all you do is swap out the turbin housing and compressor housing if it will fit...thats the key though...i really dont know if it will fit or if some porting will have to be done. and again idk exactly what the stats are of your current turbo.

http://www.turbobygarrett.com/turbob...30/GT3071R.htm

Ace83

iTrader: (6)

what crush said.. but yeah most gt30 comes with 4 bolt or vband, if you want you could just change out your downpipe flange to 4 bolt or vband or you could do that x to x adapter flanges or just have some weld on flanges to the turbo exit.. tons of options right there.. usually adapter flanges requires you to do some modifications or if there is a significant change in size of your turbo it might throw out your alignment of your dp but you're gonna be having a new custom 3" dp anyweiz so watever works

paul_dezod

Yev, you have all of the info you need. Let me know what you need us to do

Prototype_xB

Thought this might sell you.... GT3076R on a Dezod S1 kit:







That thing is a friggin beast!!!!


Thread :

https://www.scionlife.com/forums/sho...d.php?t=164029

RusWolf

iTrader: (3)

that turbo is nice but its blown.. repairing it and shipping will get me close to what i spoke to Paul about today.

Paul and i are working on a turbo that will specifically meet my needs. But its going to be NON ball bearing. ( as i dont need it much )

now the question is, what is better billet or cast compressor wheel ?

m6ar2cel6oTC

billet

Crush Automotive Customs

billet anything tends to be stronger than cast

Syldrin

iTrader: (1)

billet is lighter and helps with spooling. but i dont know if its that big of a difference on journel bearing turbo's

paul_dezod

Some Garrett info on them:

http://www.turbobygarrett.com/turbob..._Machined.html

RusWolf

iTrader: (3)

SO basically according to what states on the website provided by Paul, there is NO difference and basically a waste of money...


Am i right Paul ?

Prototype_xB

Right, i know that, i was using the pics so you could see the 3076 on a dezod kit.

Crush Automotive Customs

well the map looked somewhat smoother but not much at all and from the web site

Stronger?
Sometimes, in OE applications, fully-machined wheels can withstand higher centrifugal stresses due to differences in the base material. Forgings are inherently stronger than the typical casting in this respect. However, when Honeywell engineers choose a fully-machined wheel over a cast wheel, they are only doing so to prolong the wheel's life in extreme duty-cycle OE applications where the turbo speed is constantly cycled. A typical example is a city bus, in which the turbo is frequently subjected to rapid transitions between high-load (full throttle) and low-load (idle). Compressor wheels can fail in low-cycle fatigue (LCF) in these applications, which is where fully-machined wheels offer an advantage in strength and lifetime. However, the typical aftermarket turbocharger will not be subjected to such extreme cycling.


but like they said your not likely to fall into this catagory of needing one...then again i wonder about those using two step lounch control could benefit from it.

RusWolf

iTrader: (3)

hmm interesting point Chris, but i think that you would have to use the feature alot in order to be like a city bus and put alot of stress on that wheel.