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Old 02-18-2010, 11:00 AM   #26
kevinh211
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Quote:
Originally Posted by kayen View Post
GT Spec's are a copy of the Tomei TS Headers and designed to work with the 2.5L more efficiently, as the primaries are slightly larger.
do you have any proof of this?
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Old 02-18-2010, 11:01 AM   #27
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Which part, that the primaries are larger and it's aimed at being more focused towards the 2.5L or that they are a copy of Tomei Expreme TS Headers?
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Old 02-18-2010, 12:06 PM   #28
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Nice Mike! Now it just needs to have a custom 10cm turbine housing.

No really though Im sure its great the way it currently is, and a great platform to built on.
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Old 02-18-2010, 12:35 PM   #29
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Quote:
Originally Posted by rexworx View Post
Nice Mike! Now it just needs to have a custom 10cm turbine housing.
Now we're talking. 10cm housing for better top-end, and twin-scroll to help spool. Now we can have aftermarket, what Evos have had from the factory for years!
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Old 02-20-2010, 05:28 PM   #30
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bump for update
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Old 02-21-2010, 07:53 AM   #31
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Quote:
Originally Posted by SWP n Gold View Post
Now we're talking. 10cm housing for better top-end, and twin-scroll to help spool. Now we can have aftermarket, what Evos have had from the factory for years!

I thought ts just helps transient response?
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Old 02-21-2010, 01:52 PM   #32
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Originally Posted by Dubstar112 View Post
I thought ts just helps transient response?
I was under the impression it spools faster as well.
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Old 02-21-2010, 02:56 PM   #33
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Quote:
Originally Posted by SWP n Gold View Post
I was under the impression it spools faster as well.
marketing? you be the judge:


http://www.turbobygarrett.com/turbob...1.html?#t101_5


Journal Bearings vs. Ball Bearings
The journal bearing has long been the brawn of the turbocharger, however a ball-bearing cartridge is now an affordable technology advancement that provides significant performance improvements to the turbocharger.

Ball bearing innovation began as a result of work with the Garrett Motorsports group for several racing series where it received the term the ‘cartridge ball bearing’. The cartridge is a single sleeve system that contains a set of angular contact ball bearings on either end, whereas the traditional bearing system contains a set of journal bearings and a thrust bearing


Journal Bearings



Ball Bearings


Turbo Response – When driving a vehicle with the cartridge ball bearing turbocharger, you will find exceptionally crisp and strong throttle response. Garrett Ball Bearing turbochargers spool up 15% faster than traditional journal bearings. This produces an improved response that can be converted to quicker 0-60 mph speed. In fact, some professional drivers of Garrett ball-bearing turbocharged engines report that they feel like they are driving a big, normally aspirated engine.

Tests run on CART turbos have shown that ball-bearings have up to half of the power consumption of traditional bearings. The result is faster time to boost which translates into better drivability and acceleration.

On-engine performance is also better in the steady-state for the Garrett Cartridge Ball Bearing




Reduced Oil Flow – The ball bearing design reduces the required amount of oil required to provide adequate lubrication. This lower oil volume reduces the chance for seal leakage. Also, the ball bearing is more tolerant of marginal lube conditions, and diminishes the possibility of turbocharger failure on engine shut down.

Improved Rotordynamics and Durability – The ball bearing cartridge gives better damping and control over shaft motion, allowing enhanced reliability for both everyday and extreme driving conditions. In addition, the opposed angular contact bearing cartridge eliminates the need for the thrust bearing commonly a weak link in the turbo bearing system.

Competitor Ball Bearing Options – Another option one will find is a hybrid ball bearing. This consists of replacing only the compressor side journal bearing with a single angular contact ball bearing. Since the single bearing can only take thrust in one direction, a thrust bearing is still necessary and drag in the turbine side journal bearing is unchanged. With the Garrett ball bearing cartridge the rotor-group is entirely supported by the ball bearings, maximizing efficiency, performance, and durability.

Ball Bearings in Original Equipment – Pumping up the MAZDASPEED Protegé’s heart rate is a Garrett T25 turbocharger system. With Garrett technology on board, the vehicle gains increased acceleration without sacrificing overall efficiency and it has received many rave reviews from the world’s top automotive press for it’s unprecedented performance.

Download Turbo Tech 101
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Old 02-21-2010, 03:01 PM   #34
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Quote:
Originally Posted by modaddict View Post
marketing? you be the judge:
I don't see anything about twin-scroll setups in there.
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Old 02-21-2010, 03:04 PM   #35
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Quote:
Originally Posted by SWP n Gold View Post
I don't see anything about twin-scroll setups in there.
sorry, thought we were going into the BB vs. journal bearing debate.
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Old 02-21-2010, 03:08 PM   #36
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Nice! I'm in for twin scroll developments. How would this compare to a VF37 converted to a PE1825?
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Old 02-22-2010, 07:49 PM   #37
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keyan mentioned it but people seem to be posting uppipe and header and are forgetting that you also need the twinscroll flange on the downpipe which gets expensive.

you either have one made by hayward and scott, militek or roger clark motorsports and shipped from the UK or have a flange welded on here in the states which in the end isn't much cheaper.

80 dollar flange
250 dollar downpipe
200 dollar labor (at least, i've been quoted 3hrs and more)

that turns out to be an expensive downpipe

i've seen pics of the UK pipes and the only one i would consider is the RCM unit. I don't like the welding I've seen on the other two pipes i mentioned.
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Old 02-22-2010, 08:00 PM   #38
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Quote:
Originally Posted by scoobystas View Post
keyan mentioned it but people seem to be posting uppipe and header and are forgetting that you also need the twinscroll flange on the downpipe which gets expensive.

you either have one made by hayward and scott, militek or roger clark motorsports and shipped from the UK or have a flange welded on here in the states which in the end isn't much cheaper.

80 dollar flange
250 dollar downpipe
200 dollar labor (at least, i've been quoted 3hrs and more)

that turns out to be an expensive downpipe

i've seen pics of the UK pipes and the only one i would consider is the RCM unit. I don't like the welding I've seen on the other two pipes i mentioned.
Unless something like this becomes the tipping point for cheap Chinese eBay twin scroll downpipes for the US.
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Old 02-22-2010, 08:32 PM   #39
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Well we might also have companies like Blouch to start offering TS Downpipes...people are going to need them. Also as Scoobystas said: when I had my flange done on my Megan Downpipe it cost $200 in Labor... a cheap downpipe becomes something that is kinda expensive. When you end up doing a JDM swap that is Twin Scroll, small little things add up quick to make it work...but it's completely worth it! ^_^
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Old 02-23-2010, 03:00 AM   #40
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I'm hoping someone makes a TS exhaust housing that mates with OEM TS up-pipes and USDM single-scroll down-pipes.

For the size of turbo I'm looking for (3076 or bigger) the OEM JDM exhaust housings are going to be too small to be useful, so it's going to take something custom - and if it's going to be custom it might as well mate up with all of the downpipes that the entire US market is using. The twin-scroll headers and up-pipes are going to be a big enough barrier to entry in the first place, it makes good business sense to let customers re-use the downpipes we have, and/or use readily available, proven, relatively inexpensive USDM-style downpipes.

Pretty please?
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Old 02-23-2010, 03:14 AM   #41
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ooooooo T/S turbo
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Old 02-23-2010, 08:21 AM   #42
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Quote:
Originally Posted by NSFW View Post
I'm hoping someone makes a TS exhaust housing that mates with OEM TS up-pipes and USDM single-scroll down-pipes.

For the size of turbo I'm looking for (3076 or bigger) the OEM JDM exhaust housings are going to be too small to be useful, so it's going to take something custom - and if it's going to be custom it might as well mate up with all of the downpipes that the entire US market is using. The twin-scroll headers and up-pipes are going to be a big enough barrier to entry in the first place, it makes good business sense to let customers re-use the downpipes we have, and/or use readily available, proven, relatively inexpensive USDM-style downpipes.

Pretty please?
Actually the JDM Downpipe is larger than the USDM, because it uses a larger waste gate flapper. Unless I am missing something or not quite understanding what you are asking, using the USDM style just isn't going to work.
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Old 02-23-2010, 12:37 PM   #43
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Oh... that would explain the difference in the flanges.

I guess I'll have to get a new downpipe. If someone would just hurry up and make a twin scroll exhaust housing that mates up to a GT30R center section...
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Old 02-23-2010, 05:23 PM   #44
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http://www.atpturbo.com/mm5/merchant...egory_Code=GTH

Garret makes a few different styles for the 30R from a 1.06 a/r T4 twinscroll housing to the smaller a/r T3 twinscroll housings.
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Old 02-23-2010, 08:02 PM   #45
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Quote:
Originally Posted by Juks View Post
http://www.atpturbo.com/mm5/merchant...egory_Code=GTH

Garret makes a few different styles for the 30R from a 1.06 a/r T4 twinscroll housing to the smaller a/r T3 twinscroll housings.
Yes, but that is not bolt on!

edited: And I should think before posting.... Any TS turbo will need a lot of other parts, so... You are right. Garrett is an option!

Last edited by Ferraz; 02-24-2010 at 11:26 AM.
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Old 02-24-2010, 12:03 AM   #46
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Yeah, I should have been a little more specific. Although, since going TS would require new headers, UP, and DP either way, rotated isn't that big of a deal. I guess at this point I'd be happy with anything that's been proven in a BL/BP Legacy GT. (I don't want to be a guinea pig for a brand new rotated kit.)
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Old 02-26-2010, 12:14 PM   #47
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subscribed
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Old 02-26-2010, 03:05 PM   #48
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wow that looks beefy. do you have any HP and price est?
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Old 02-28-2010, 09:10 PM   #49
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bump for update
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Old 02-28-2010, 11:16 PM   #50
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sweet, i have been an advocate of twinscroll for around a year now, in my opinion is such a better design, and the 37 i have on my stock 2.0 makes daily driving so nice, this looks alot like the custom turbo i have drawn up except i used a TD06sl2 turbine wheel, which can fit nicely inside the stock turbine housing, and with a little work on a metal lathe so will the whole center housing from a MHI turbo, glad this is finaly being produced by someone

actually after going back over my notes, its the same exhaust wheel, and i believe the same compressor wheel, specs on the one i had are 56mm inducer/76mm exducer,

Last edited by seanathanq83; 02-28-2010 at 11:21 PM.
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