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10-06-2020, 03:21 AM | #51 | |
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10-06-2020, 03:29 AM | #52 |
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Just an update on my ride, reading through the last few pages of posts here, let me chime in with my personal experience on not one, but two Garrett G35-900 turbos i have been through. The first failed at ~1260 mi. the second failed at ~1430 mi.
The nature of failure was very gradual, with a faint, low frequency "Police siren" or "wooooo" noise accompanying spool, that gradually got louder to the point where the compressor inducer was seen to make contact with the compressor housing, and the shaft was seen to have axial runout when rotated. Oil feed lines on both were brand new. No oiling issues, as all Oil parameters are monitored. No coolant supply problems either. Tune was carried out by the most respected JDM Builder and tuner here in Dubai, and happens to receive, build and tune vehicles from all over the middle east and north Africa. The first turbo was sent to Garrett for inspection, and they responded with the following: 880695-5001S Analysis Findings : Rotor damage - Overspeed - Technician Conclusion: Turbocharger returned with rubbing wheels vs. contours. Damage of compressor piston rings and overheated of ball bearing as a consequence of Turbo overspeed. During overspeeding cycles, the excessive growth of the compressor wheel may cause a permanent deformation (growth) of the central bore of the wheel, which forms into a barrel shape and is characteristic of a wheel which has been taken beyond its normal operational speed limit. Recommendations: The reason for turbocharger overspeeding needs to be investigated on the vehicle. Possible contributing factors: performance tuning, fuelling problems, poor combustion causing high level of deposits in VNT (vanes blocked). Actuator not controlled correctly: ECU problems, command from ECU not reaching actuator, wiring/connection faults, actuator hose leakage, PWM valve faulty, hose blow-off etc may be contributing factors. Blocked/restricted air filter or hoses. The turbos failed due to overspeed, and were not happy pushing 37 psi of boost for extended durations. Both failures were consistent in nature with respect to how they occurred, as well as with respect to the time period/mileage as the tunes and driving style were more or less identical in nature. I did not bother sending in the second unit for a claim. I would recommend either the Garrett GTX Gen 2 line, as those are extremely robust, (I have run a GTX3071r , and GTX3076r in the past) or Precision CEA to avoid going through similar hassles. I am now swapping in a Precision 6466 CEA Gen 2 (sometime this week). Hope this helps some of you decide. If you do purchase a G Series Garrett turbo, don't make the mistake i made; do buy a turbo speed sensor, and follow it religiously as part of the tuning process. |
10-06-2020, 08:00 AM | #53 |
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^^damn dude. i'm sorry to hear that. that actually has pushed me more towards the gtx gen2 setup lol.
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10-06-2020, 08:02 AM | #54 |
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Beemba do you think they would be robust at a lower boost level? and if so how much before they are spinning too fast?
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10-06-2020, 10:50 AM | #55 | |
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10-11-2020, 02:30 AM | #56 | |
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Yeah, you were off the map/past the speed limit on the G35-900 assuming you were past ~65lbs min. To be fair, you don't take an engine with a redline of 8k rpms, spin it to 9k rpms and expect it to last that long. The G35-1050 would have been a better match for your boost target. At a pressure ratio of 4.0, you could've flowed 80 lbs/min. As you found out, a speed sensor is critical if you're going to push the limits. |
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10-11-2020, 02:37 AM | #57 | |
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Below are the maps for the G35-900 and G35-1050. As you can see, if you want to play in that high pressure ratio area above 3.75, the G35-1050 is the better choice. |
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10-22-2020, 02:37 PM | #58 |
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^^^^Unfortunately i have no idea how to read that.
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10-22-2020, 03:37 PM | #59 |
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10-22-2020, 04:05 PM | #60 | |
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10-23-2020, 10:40 AM | #61 | |
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Thank you lol. i'm gonna read this now. I appreciate it. |
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10-24-2020, 02:12 PM | #62 |
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With some more math involved.
https://motoiq.com/turbo-tech-calcul...rett-gtx-gen2/ |
10-27-2020, 09:47 AM | #63 |
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Just changed to a new G30-900. It should be done in the next few weeks and should have some results to post. Switched from a gen 1 Garret GTX 3582R, wanted a bit better spool and was only looking for around 600WHP on e85. Old setup made ~550whp for the last 6 years on 93.
-Alex |
10-29-2020, 04:15 PM | #64 |
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I am working on going through break in miles on the new block right now, I have about 1k miles left to go before we do the full power tune. I will keep you posted for how it goes.
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10-30-2020, 10:21 AM | #65 | ||
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definitley keep us posted. i'm excited to hear from both of yall. |
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11-14-2020, 08:49 PM | #66 |
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A little behind, but whats a build without some hiccups. Now just need to do some driving around to test it out (ensure no issues), before we schedule dyno and tuning.
Sorry the picture isnt showing, can click link to see engine bay post. http://i.imgur.com/J7NQJ8S.jpg -Alex |
11-16-2020, 10:16 AM | #67 | |
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very nice looking bay. i cant wait to have mine setup like this haha. |
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01-29-2021, 12:04 PM | #68 |
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I just had mine dynoed at 638WHP at 28psi on the G30-900 .83(at basically sea level in FL). In addition to a built bottom end, I have GSC S2 cams, GSC Valves and valvetrain and a process west intake manifold. Tuner tried to make it more linear, but definitely being chocked out and wasnt able to capitalize on those mods as much. I think in the future I am going to change the housing or maybe do the G35. I think the G30 .83 is great for less headwork, big bore headers and no intake manifold.
https://i.imgur.com/rkPjMzB.jpg -Alex |
01-29-2021, 12:36 PM | #69 | |
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01-29-2021, 11:04 PM | #70 | |
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02-01-2021, 12:03 PM | #71 |
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very nice results. how is the spool on the street (i know some dynos can skew spool because of how they load).
regardless that looks like such a fun and almost perfect setup for what i want. (stock heads here). but with even more power than what i would need. what boost pressure is this? (sorry if i missed that) |
02-04-2021, 09:39 AM | #72 | |
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Yes, your 100% correct. We think the hotside is the bottleneck, based on the mods. This will be my next mod for sure with this setup. Also not it doesnt fall off, it flat lines till you shift 7500-7600. -Alex |
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02-04-2021, 09:44 AM | #73 | |
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28 PSI, then tappers back down to 25-26psi. I think spool will be better for you with that and if you have smaller bore headers as well. I think the ETS headers may do better with a larger turbo. As far as on the road it feels great. Used to make 550whp on a gtX35R on 93 and feels much faster/torquier then before (though could be just the benefits of E). Excited to drive this around more (been down for about 6 months). -Alex |
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02-04-2021, 09:50 AM | #74 | |
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You could based on mods and the power curve flatening out. However the bottleneck with the hot side and no gains in that sense doesn't make sense to shift that high unless on a track/time trial (no need to put undue stress on the motor). Once I switch the hot side to a larger housing and can make more power up top, will definitely push the shift point. -Alex |
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02-08-2021, 01:12 AM | #75 | |
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Very impressive numbers to say the least coming the bottleneck of the hotside. I've really been considering this turbo just want T3 Twinscroll option, since I'm running the Killer B kit. |
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