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i found a garrett gt30/40 ball bearing turbo charger here in istanbul.used for 2000km, came out from m3.when i check garret web site gt30 is good up to 500 hp, i dont know the what does 40 mean at the end
any help to identify/understand if this turbo is good for my car?
thnx
If it is with Ball Baring than it will be GT30R turbo. It is a grate turbo
Whuld be able to pump for more thant 400KM in S2 with a spull up aroung 2500 rpm.
GT30/40 is GT30 turbo side and GT40 compresor side.
Dual Ball Bearing GT30R Turbo assembly with T3 style housing with T3 inlet flange w/ 4 bolt style exit. T04E style compressor housing with 2.75 - 3.00 inlet and 2.00" outlet. Very Good response turbo for 4 Cyl applications. This turbo has a flow capacity of about 500HP. This turbo would be the same as HKS GT3037. The GT30R turbine housings with 4 bolt exit are made out of ductile Ni-Resist iron (has a nickel content of about 38%). This material is much better at withstanding high exhaust gas temperatures than regular cast iron. The turbine wheel is inconnel 713 and is good for up to 1700 degrees farenheit. The wheel can sustain longer operation at higher temperature but not for long periods of time. You'll make a hell of a lot more power with this turbo than most turbos comparable!!!
Turbine
-Wheel: 60mm w/ 84 trim
-Housing: .82 ar, 1.06 ar
Compressor
-Wheel: 76.2mm w/ 56 trim
-Housing: .60 ar
I will look at the compressor map more carefully and tell you if the turbo can work on a 2.2l engine, but IMO spool-up at 2500 should only be illusion on this sort of turbo size. First off, even if some boost was available at 3000 RPM, it would have to be lowered on purpose in order not to overspin the turbo, as when a turbo is big and meant for huge flow, it can't produce air flow at low RPMs and goes directly into the surge line if you try to get lots of boost at low RPMs.
There is really no secret guys (Albert), do you think you're the first ones who want 400 HP and standard S2-like low end boost? Don't you think that if this had ever been possible, some other people would have already done it for years?
All this is a matter of compromise. If you want low-end spool-up and little lag, you need a small turbine. If you have a small turbine, this means that top-end flow is limited and that once you get past certain limits, you'll have so much backpressure due to the small turbine that you'll be losing HP and putting lots of strain on the turbo and the engine itself.
Thermodynamics and mechanical engineering are sciences, not DIY stuff where everyone can do better than someone else.
Not meaning to be harsh or anything though...
Mihnea
'98 Silver Grey 2.7T S4, dual 2.75" turbo back exhaust with no cats, FMIC, BIG injectors, 10 Bar motorsport fuel pump, modded RS4 turbos, tubular exhaust manifolds, custom intakes, RS4 MAF, Bilstein PSS9, H&R ARBs, 19" BBS CH, custom remap, 511 BHP/505ft-lbs
just had a quick look at the compressor map, if you assume 90% volumetric efficiency on a 2.2liter 20v turbo engine, 1.6 bar boost (2.6 PR on the map) and 3500 RPM, you're already outside the compressor map above the surge line.
1.8 Bar at 4000 (2.8PR)with ~100% VE would work though.
HTH,
Mihnea
'98 Silver Grey 2.7T S4, dual 2.75" turbo back exhaust with no cats, FMIC, BIG injectors, 10 Bar motorsport fuel pump, modded RS4 turbos, tubular exhaust manifolds, custom intakes, RS4 MAF, Bilstein PSS9, H&R ARBs, 19" BBS CH, custom remap, 511 BHP/505ft-lbs
Originally posted by Mihnea
[B]I will look at the compressor map more carefully and tell you if the turbo can work on a 2.2l engine, but IMO spool-up at 2500 should only be illusion on this sort of turbo size. First off, even if some boost was available at 3000 RPM, it would have to be lowered on purpose in order not to overspin the turbo, as when a turbo is big and meant for huge flow, it can't produce air flow at low RPMs and goes directly into the surge line if you try to get lots of boost at low RPMs. [ /B]
Now we use GT35/40R and is has 0,5 boost form 3500 rpm ... i don't see a reason that GT30/40 should not have it form 3000.
Originally posted by Mihnea
[B]There is really no secret guys (Albert), do you think you're the first ones who want 400 HP and standard S2-like low end boost? Don't you think that if this had ever been possible, some other people would have already done it for years? [ /B]
Developers did not sleep for last 20 years, thinks impossible with kkk are now possible with GT Garrett turbos.
Originally posted by Mihnea All this is a matter of compromise. If you want low-end spool-up and little lag, you need a small turbine. If you have a small turbine, this means that top-end flow is limited and that once you get past certain limits, you'll have so much backpressure due to the small turbine that you'll be losing HP and putting lots of strain on the turbo and the engine itself.
Thermodynamics and mechanical engineering are sciences, not DIY stuff where everyone can do better than someone else.
Not meaning to be harsh or anything though...
Mihnea
I agree that it is a matter of compromise but the compromise will be smaller with new generation of turbos. I know that it all needs to be reviewed. Zlobo from this forum has GT30R and he wrote me a while ago
"my current boost is 1,7bar from 3500-7600rpm"
"i think i have 1 bar at 3000 and at 3500 it's increasing"
I'm not saying that it is a miracle now. But from my side if some one is making a new exouts manifold he should go with new line of turbos like GT or IHI.
Timucin, if you really want your car to reach the 600 Hp you need a cold side capable of around 2.5 bar boost (3.5 compressor PR) @ 600-620 lb/min, and a "wild" head porting and cam timing+lift for raising as much as possible VE at peak rpm.
I cannot resonably see other way the 2.2L can deliver that output.
It seems to me this cold side will also not provide full boost untill over 5500 rpm (much closer to 6000, actually)....
I agree with you,
but all those things makes me think about how they extract 900hp from our engine (ok, a lot of work, but what?) on the latest S1 Group N? Or in IMSA ?
I think good rods (light and strong), permiting to revs 9.000 to 10.000rpm is the key (with all things properly done)
Just as an example, the S2R from France (again, not PhilS2R's car)has put out approximately 450 crank HP with a large Garrett on just the stock RS2 boost and ignition advance, with an M5 MAF and larger than RS2 injectors.
The real figure was 307 HP at the wheels around 7000 RPM, we have no graph to show if there was more before that or not, but given the real tiny fan that we were using (a small fan that only simulates 15km/h or so), I would say around 450 crank sounds realistic.
So this was running around 0.7 Bar at 7000 RPM. We'll see how much HP this translates into with 1.45 at 7000 and 1.7 at 6500...
Cheers,
Mihnea
'98 Silver Grey 2.7T S4, dual 2.75" turbo back exhaust with no cats, FMIC, BIG injectors, 10 Bar motorsport fuel pump, modded RS4 turbos, tubular exhaust manifolds, custom intakes, RS4 MAF, Bilstein PSS9, H&R ARBs, 19" BBS CH, custom remap, 511 BHP/505ft-lbs
Mihnea, I am building a 20V URQ. I have got a garret GT30R turbo. I plan on useing a custom exhaust manifold. I feel that the GT30R will give upto 500BHP OK on our engines and will be making good power from 4000rev/min up. I plan on 450bhp. I see that in your mapping you seem to pull the boost back at high rev/min. Why is this? Is this to make up for a small turbo running out of puff at the top end, or is it a engine issue? eg i cant see why i would need to bring the boost back at 7000 rev/min with a GT30R? Thanks.
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(with all things properly done)
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