Friday, March 4, 2011

Garrett GT25R - GT2554R - 60 TRIM - 270 HP


The Garrett GT25R or GT2554R turbocharger is the smallest Garrett GT turbo that have Dual Ball Bearings. This GT turbocharger is a popular choice because of that. The GT2554R turbo is internally wastgated also so there is no need for you to put out extra money on the fabrication of manifolds for an external wastegate setup. The turbo exhaust flange for the GT25 have the common T25 flage so it's a very easy job to bolt it on to you're existing stock manifold. This means the GT25 turbocharger is a great upgrade for many cars originally equipped with T25 & T28 Turbos. This includes cars like the 300ZX & SR20DET 240SX and many more.


The dual ball bearing GT25 will give you a very quick spool, even on a very small engine. And also give you a solid 200 WHP power figure without even breaking a sweat.

The Garrett GT25 turbocharger will work well for engines between 1400cc and 2200cc and will give you 270 HP in the engine. And that means you still have well over 200 WHP left at the wheels. The GT2554R will work well also if you are looking for 170 HP.

Model: 471171-3
CHRA: 446179-24


Bearing: Ball
Cooling: Oil & Water
Compressor
Inducer: 42.1 mm
Exducer: 54.3 mm
Trim: 60
A/R 0.80


Turbine
Wheel: 53.0 mm
Trim: 62
A/R: 0.64 
Wastegated






The other good thing about the Garrett GT2554R turbocharger is that it's both oil and water cooled.

Oil inlet 0.4375IN - 24 Thread for 6.35 Tube
Inverted flare connection
PER SEA J512 Oil inlet

Oil outlet 2 x M8x1.25
13.5 oil outlet

Water connections thread M14x1.50


Short Specs about this car.
1994 Mazda Miata
'99 longblock with GT2554R turbo
225/45-15 Nitto NT-01s on 15x9 949Racing 6ULs
217whp/192wtq
2100lbs w/o driver
weight in video approx 2530lbs (2 people + gas)


You can see here that the Garrett GT25R turbocharger works very well for the small engine Mazda Miata. And with the 217 WHP and some good racing tires on have no problem holding it's own on the track.





Service Kit
Component
Quantity
Item
Journal bearing
1
1

Retaining ring, jnl/brg
1
2
Pin, anti-rotation, jnl/brg
1
3
Piston ring, t/end
1
4
Thrust bearing
1
5
Bolt, seal plate/th brg
4
6
Thrust spacer
1
7
Piston ring, c/end
1
8
O ring, seal plate/brg hsg
1
9
Thrust collar
1
10
Locknut/shaft111
O ring, c/hsg112
Bolt, c/end613
Bolt, t/end 4 16



I also have more technical pages for you that will come in handy. They will be of great help when looking at compressor maps Use the conversion tools And you will be able to calculate airflow, pressure and HP figures for the turbocharger you are interested in.

67 comments:

Anonymous said...

Is this good for a 1.5? What rpm does it usually start spooling. I'm concerned about the fuel economy so i want a turbo that spools at about 2800-3000rpm so that my daily driver still gives me near-stock gas mileage.

JD said...

Hello,

This turbo bolted on to a stock 1.5 without to much work done to the engine probably will come on boost around 4000rpm.

However when we are talking about gas milage and fuel economy the only thing that will keep that down is you're right foot. Just drive off boost and you will have stock fuel economy.

Anonymous said...

You will see positive boost around 2800rpm on a 1.5L I currently have one on a 1.3L and mine statrs making boost around 3000, and have longer runners, larger inlet plenum etc.

Cale said...

Is there any issue with this turbo burning oil and smoking if it's oriented with the rotating axis vertical?

JD said...

Hi Cale,

Most turbochargers can be mounted at an 30-35 degree angle without causing wear to the bearings and leaking oil past the bearings into the exhaust as long as they have either 360 degree bearings with thrust plate or are the ball bearing type with a dynamic seal. The tricky part is to not get to much oil into the turbocharger and make sure the oil drain side from the center section is free flowing without restrictions.

Mounting a turbocharger vertically is a different story because the turbochargers center section and bearings are not designed to handle the oil flow in that way at all. The Garrett GT25R Turbocharger being a dual ball bearing turbocharger, mounted vertically the ball bearings would most likely be soaked in oil and that would also start to hurt the spoolup of the turbo.

Subaru did have an WRC car that thay ran a vertically mounted T04Z turbocharger on. However rally teams with big funding also change the turbochargers very often so just because they did it does not mean it works.

See Picture: Vertically Mounted T04Z Turbocharger on WRC Subaru

Anonymous said...

hi there,
I have Mitsubishi Lancer GLI 1.8L car will this turbo fit in this car???

JD said...

Hello

Short answer yes, you have a pretty good clearence in the engine bay for a GT25R turbocharger on a Mitsubishi Lancer GLI 1.8L. Depending on your model you might need to relocate the battery and standard airbox for the turbo piping. Other things that can be in the way is the AC and power steering. But that can be solved with a custom turbo manifold, or have someone modify an aftermarket one to fit.

With a stock 16 valve or 8 valve 4g93 Mitsubishi engine it will be able to run the GT25R turbocharger without much modifications and put down 200hp or 150kw to the wheels with bolt on parts.

Keep in mind that you will need to keep the boost pressure low on stock pistons and headgasket, due to compression ratio. But because the Garrett GT25R turbocharger have such good air flow at low pressures you really don't need to run massive boost to get the power you want.

Anonymous said...

will this turbo work on a mk3 vw 2.0L engine?

Anonymous said...

Hi.... I got d17a in a 2002 civic.... how efficient wud it be to my car .... I lookin to get 250hp....since honda is known to have a high oil pressure, would it damage the gt25 seals???

JD said...

Having a high oil pressure won't damage the GT25 but it can make the turbocharger slow to spool up having to much oil pressure inside the bearings, the way to do it is to fit an oil pressure reducer or oil pressure restrictor fitting on the feed line to the GT25 turbocharger.

When it comes to Honda Civics and turbocharging people do tend to prefer the K series swaps with K20 engines. The Honda Civic d17a engines do have a few aftermarket turbo manifolds that will even give you 400whp but it all comes down to if it's worth all the upgrades. On as stock auto d17a Honda you should not go over 10 psi boost or things will start to brake.

Anonymous said...

The build I'm doin is not a joke an I wants no k series UNLESS U GIVIN ME IT FREE!... but on a serious note I'm stressin. Yesterday I finish my lil project (port an polish head, pistons bearings rods hondata kpro ecu bigger injectors bigger fuel pump new water pump an oil pump) full works I put into this to make it 250hp safe an daily driven..... I hav a sandwich fittin by my oil filter an my feed line is from there to a oil restrictor an to the turbo an drains bak offf to the oil pan. Note I'm using the smallest steel braided feedline I could of gotten and the restriction size is 0.035mm..... thats the smallest I cud of gone.....now after I made a block an come bak home, I notice an oil stain under the turbo housing..... I'm puzzled. .. last time dat happened my oil seal bussed... now if its the same problem, what can be causing that seal to go bad..... what I'm I doin wrong?????

JD said...

Hello

It's nice to hear you are doing a proper turbo build. About your problem with the oil.. Garrett suggest a 1mm or 0.040" restrictor on the oil feed when maximum oil pressure exceeds 45psi.

"Your oil pressure at the ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed"

Garrett ball bearing turbochargers should also come with an restrictor already fitted into the ball bearing center section, but it could be that this restrictor have been left out in your case and that is what's causing problems.

But if it's not that and not the seals going bad I think you have a problem with the oil drain from the turbocharger being too small. Causing oil pressure to build up in the ball bearings and go out the seal.

The problems with "small ball bearing turbochargers" is that the oil drain outlet size is also reduced in size. Bigger Garrett GT ball bearing turbochargers don't normally have these issues because they have a bigger ball bearing center section, and a larger oil drain outlet size that allow the oil to have more room to easily flow back into the engine.

You need to check the oil outlet fitting so that it is free flowing and check and see if there is anything blocking or clogged the oil outlet line. Check the crankcase ventilation so you don't have too high pressure in the crankcase causing problems for the oil to flow back to the engine also. Piston blow-by can cause this. And if that does not help you might need to fit an even bigger oil outlet hose and fitting. You could also try moving the oil drain to another location on the engine. And make sure you use a good quality oil like 5W50 or similar, however in some cases with 5W50 being a very light oil it can also cause oil to leak past the seals.

You should be carefull not to go too small on the turbo oil restrictor because if the seals go bad and exhaust pressure and inlet boost pressure from the other sides of the seal gets into the ball bearings it will push out any oil and make the ball bearings run dry and destroy your garrett turbocharger.

Anonymous said...

From what you said there, it seems my oil pressure may be to high.... i installed a pressure gauge to kno the pressure in the engine and its about 75psi upon startin an after it warms up an idlin its about 30psi an drivin at high speed oil pressure can be about 50-60psi..... so I feel dats my problem. .... can dat high pressure also cause a white smoke from my exhaust???

JD said...

Hi

Yes if you have the same 50-60psi oil pressure at the turbocharger after the restrictor you fitted on the oil feed line then that can very well be the problem right there. So it sounds like an easy fix.

Are you really sure it's white smoke? Blueish white smoke from the exhaust means it's burning oil. There is a possibility that there is some oil left in the exhaust that show up as smoke, but you should smell it in the exhaust if it's oil being burnt. And it would start to clear up after some driving with the car.

If there is white smoke with a strong smell of fuel with the exhaust gasses then it means you are overfueling. So check your tune, injector time, fuel pressure regulator.. Cheap Air/Fuel ratio meters do not necceseraly show overfueling because they can get confused and instead of showing that you are running rich show that you are running lean.

White smoke always indicates there is water present mixed with the exhaust gasses, so that could mean your headgasket is going bad.

If you use Multi -layer head gaskets like Cometic head gaskets then these are known to leak and cause problems. And you really need to glue the layers together to be on the safe side. The reason is that fluids can leak between layers if this is not done.

You should check the coolant and see if there is an oily film in it, a blown head gasket will most likely contaminate the engine oil with engine coolant and vice versa too. And you end up with the the engine oil being gray brown milky..

Anonymous said...

Hi I'm thinkin bout purchasing a gt30 turbo an I'm wondering how much bigger is it compared to a gt25 in size. I wanna install it in a built dseries I got but don't wanna remove my compressor. .lol... oh! An whats the maximum psi of oil can the gt30 support

JD said...

Hello, the size difference between a Garrett GT25 turbocharger and a GT30 turbocharger is around 10mm bigger on the compressor inducer. And about the same difference if not a bit bigger on the exhaust, due to a bigger turbine wheel.

So the GT30 turbo is going to be a bit bigger than a GT25 turbo, but not much. And because the GT25 have an internal wastegate the lenght of the GT30 turbocharger is going to be a bit shorter than the GT25 turbocharger even. But keep in mind that if you are getting a new turbocharger, Garrett have now the new GTX line. Garrett GTX30 turbochargers with Billet Compressor Wheels. So that's something to look into if you are out looking to get a brand new Garrett GT30 turbocharger.

About the oiling for ball-bearing turbochargers, Garrett does not give any different recommendations other than they state that you should try and keep the oil pressure at the turbocharger "between 40 psi and 45 psi at the maximum engine operating speed". So the same 40-45 psi for the GT30 turbocharger should be fine.

Good luck with the dseries build!

Anonymous said...

The build is goin great! I bought the gt30 journal turbo due to shortage of funds lol.... but I wanna kno where to take my oil feed from? I orginal took mines by the oil filter. Is there any other place to take the inlet oil from?

JD said...

Hello, that's good to hear. I'm sure you will be very happy with the Garrett GT30 turbo. About turbo oil feeds, some take the turbocharger oil feed from the engine block, like with a T fitting at the oil pressure sensor or a sandwich plate at the oil filter.

Try and can keep the oil feed line short (longer oil feed will have more restriction and take a bit longer for the oil to get to the turbo on startups) but it's not that big of a difference really. And if you want to be on the safe side you can also use an turbo inline oil filter on the oil feed.

A thing to remember with Honda vtec engines, is if you take oil from the cylinder head some oil ports at the cylinder head only have oil pressure under vtec. So make sure you have oil pressure at all times for the turbocharger if you take the oil feed from the cylinder head!

Anonymous said...

What is V-band and how does it affect the Turbo?

JD said...

Hi, and thank your for your question. A turbocharger that uses v-band clamps instead of the more ordinary "bolt type" T25 flanges (like this Garrett GT25R turbo above) or the bigger T3 or T4 flanges does not affect the performance of the turbocharger.

Think about a v-band clamp being your regular hose clamp but instead the band is made in a V-shape. This allows for two pieces like the exhaust downpipe or turbo exhaust housing and the turbo manifold to be clamped together with the tightening of just one screw. And this also allow for the whole turbocharger to be rotated in any degree.

If you have a bigger turbocharger then chances are you even have the compressor cover and exhaust housing attached to the center section with V-band clamps, and this allows for the turbo compressor and exhaust housing to be rotated. You can see an example of this on my 67mm Holset HX52 turbo in this post (second picture) http://turbochargerspecs.blogspot.com/2011/02/first-post-little-bit-about-this.html

So even though the v-band itself does not affect the turbocharger it does mean that any maintenance and installation is easier and quicker to do. This is why you will see this type of V-band setups in all types of racing with turbochargers like WRC, Rally, Indycar, Dragracing and now as of 2014 the new F1 turbo engines. But also the old Formula 1 turbo engines from the 80s had turbochargers with v-bands.

Kwok Sann Tuan said...

Hi,
I am driving a vitz turbo and it is using an IHI RHF4 turbo. I am thinking of changing to GT2554R. Can I exchange without modifying my exhaust manifold?
Thanks.

JD said...

Hi

From the looks of the IHI RHF4 turbocharger they don't seem to share the same flange as the GT25 turbo that uses the T25 type flanges. You can see the measurements for the GT25 turbocharger in the picture above from Garrett. However you could probably make an T25 flange adaptor for your exhaust manifold if you don't want to modify the manifold.

Jeremy deguara said...

I have a Punto GT 1.4 I'm running 162bhp with standard turbo and no ECU changed .
how much BHP will I get with gt25r without changing the ecu?

JD said...

Hi Jeremy

In short I would get the ECU remapped. There is a company that makes a bolt on turbokit for the Fiat Punto GT 1.4 but with the little larger GT2560R turbocharger for 769 Euro. And they claim 320 hp at 1.6 bar boost with the GT2560R turbocharger on that engine (It can flow 330hp if you look at the specs). However they also say that the stock Fiat Punto GT ECU must be modified and remapped. And I would say you also will need bigger fuel injectors if going over 270hp (Bosch 803 green fuel injectors will do 350hp). I would strongly advice anyone doing changes to the engine that changes air and fuel delivery (like with a bigger turbo or cylinder head porting and bigger camshafts) to have a professional look at the air/fuel ratio and ignition, boost levels so you know that the engine is running right.

Here is the link: www.jmtech.fi/kauppa/index.php?main_page=product_info&cPath=1741_1598&products_id=14843

And here is a 8v Punto GT dyno 220 hp 262 Nm with a GT2560R running 1.4 bar boost and stock ECU (but with a SEB 4 eprom installed) www.youtube.com/watch?v=bmM7xG5hcQA

Kitty said...

I have a 91 Isuzu Impulse AWD turbo will this GT2554R WORK on my car. 4cy 1.6L DOCH. Need your help. Have looked everywhere. If not what will?

Dale Jeffree said...

Just curious as to how this would work on my 1.0 litre (twin cam, 3 cylinder) Daihatsu Sirion engine? I having my cams treated to a base circle regrind to move peak power up to 8500rpm.

JD said...

Hello Dale, it's hard to say how well this GT25r turbocharger would work on your 3 cylinder 1000cc engine. In reality I would say that it would start to pull from around 5-6000rpm with your peak power being between 8500 - 9500 rpm.

But again with it being a 3 cylinder it's hard to tell. I would go with a smaller turbocharger if I was you to get a wide powerband instead.

Yoel Maranatha said...

Hello JD, i want to ask you 3 questions since im knda new and i want to install the gt25 on my ford fiesta 1.6s. I do have a mechanic that will install this for me. But i want to make sure it with you
1. Is there any extra maintenance after i installed the gy25?
2. Since this is ford fiesta 1.6s and it only comes in automatic transmission(suck), do i need to change any parts from the transmission?
3. Do you have any suggestion for me before i install this turbo? Thank you so much for your time.

Warm regards
Joel

From Indonesia

Sergio Pujante said...

Hello I would like assembling a GT2554R turbo 1.4-liter engine Carburetion , and 7.9 : 1 compression ratio

At how many rpm approximate 'll have the start of boost and full bost ?

Thank you very much , greetings from Spain ;)

JD said...

Hello Joel, when it comes to maintenance be sure to use some good oil like full syntetic 5w-50 and check the oil level regularly, you don't want to run low on oil. Also keep an eye on the coolat level. Depending on how much you drive I would change the oil and filter 1-2 times a year to be on the safe side.

No you wont need to change any transmission parts, the automatic can handle the power and so will the differential no need to worry.

I would suggest that you install an oil pressure gauge, oil temperature gauge and water temperature gauge. And last but not least get an boost pressure gauge installed that also show vacuum. That way you will know how the engine is doing.

Good luck!

JD said...

Hello Sergio, I would say that your 1.4 liter engine would start to build boost pressure around 3000 rpm and you would probably have full boost at 4000 rpm. You might even get boost a bit earlier because of the carb but 7.9 compression will also play a role in how quick the GT25 spools up on your engine. With a good intercooler you should have no problem running 1.5 - 1.7 bar boost with that compression ratio.

Sergio Pujante GarcĂ­a said...

Very thanks for answering JD :)

If it helps someone , now I have a hybrid T2 / T25 ( AR35 48mm / 35mm exhaust ) ( ar48 52mm / 41mm intake )and starts blowing at 1500 rpm and full boost at 3500 ( 0,6bar ).

My goal is to blow this gt2554r to 1 bar.

regards from Spain ;)

Yoel Maranatha said...

Hi JD, thank you for your suggestion, i do change oil every 5000km and also the filter. I also change the matic oil for every 15000km. Thank you for your suggestion.
Warm regards

Erlissa Global said...
This comment has been removed by the author.
Erlissa Global said...

Hello, I currently use CRZ 1.5L bolt on turbo with GT2052 turbo.(stock internal)
I started with 0.4 bar and got 150WHP, 200Nm torque.
Later up the boost to 0.5 and got 170WHP 210Nm torque.
Again I up the boost to 0.6 bar but unfortunately the output remains at 170WHP(almost no change) but more torque 230Nm.
So Im thinking to change the turbo to GT2554 to get my goal 200WHP with stock internals.
Do you think I can achieve it with this GT2554?btw is it a good idea?
Currenly the car is perfect without any issue even I use the car for daily.
Thank you in advance Sir!

JD said...

Hello Erlissa, that's very good numbers from your stock GT2052 turbocharger. I'm thinking that you might get a few more whp out of the stock turbo if you can fit a free flow exhaust system to the car if not already fitted. But do consider the exhaust housing outlet flanges are different on the GT20 and GT25r turbochargers so you need different downpipes. Also a good intercooler would help.

Theoretically when I crunch some numbers the stock GT2052 turbocharger should be able to give you close to 195 whp and a corrected 225 hp in the engine. But you would need to push it to 0.8-0.9 bar boost.

If you look at the compressor map on the Garrett GT2052 http://turbochargerspecs.blogspot.com/2011/02/garrett-gt20-gt2052-225-hp.html

It really looks like your stock Garret GT2052 turbo is close to it's limits when you already got 170 whp at 0.6 bar boost.

Considering the options I think that the best turbocharger for you is the GT2554 turbo and it will give you +200whp. But you could also try and push the stock turbo a little bit further, you wont get 200whp but might get close to your goal.

esotoracing said...

Hey JD, i found a good deal on a GT2560 and im thinking about it for my Swift Gti motor. 1.3 twin cam but it wont be stock as i have the option of lowering compression, ported head and also have some high lift cams at my office with a high flow intake manifold and bigger throttle body. High revving balanced engine looking for broad power and high HP....what do you think?

JD said...

Hello esotoracing, I think it would be ok if you can rev the engine high. You can keep the compression high and instead run on Ethanol E85 that would help with the spool time if possible.

With a 1.3 liter engine I would also look at the smaller Garrett GT2554R turbo, it would spool faster because of it's 54.3 mm turbine vs the GT2560R turbo that have a bigger 60.1 mm turbine. You would lose some HP up top because of the smaller turbine and compressor but it would probably give you a broader powerband.

If you can get hold of both turbos it would be easy to test and swap because the GT25 turbochargers both share the same flanges.

Erlissa Global said...
This comment has been removed by the author.
Erlissa Global said...

Hello Sir,
Can you tell from the link, is it turbo from silvia S15 auto?
URL : http://www.mudah.my/Garrett+ar60+s15+silvia+sr20det+ballbearing-47379957.htm
housing stated as GARRETT A/R60 M24 1-2.
I am looking for silvia s15 auto turbo.
I know the tag should be Nisan_14411-69F00/Garrett_466541-5001,
but unable to see clearly in the pic.
Also what do u think the output roughly from my crz 1.5L manual.
target to get 250whp.
Sorry Sir for asking too many questions.

JD said...

Hi Erlissa, it's ok to ask questions.

Not very good pictures and can't read the numbers but from what I can see in the pictures it does look like the correct OEM Nissan sr20det turbocharger but it's missing the internal wastegate actuator. Part number for stock 6-7 psi GT28R actuator is 448734-5. It might be a better deal if you can find one with the wastegate instead.

Power for most stage 1 tuned Nissans get around 280whp or 300 hp at 1 bar boost with this turbocharger so it should be ok for your 250 whp target.

Nathan Hotsko said...

Hello
I have a 2013 Dodge Dart 1.4l and was looking to upgrade the stock turbo to the gt2554r. I was wondering what your thoughts were on this and if you could maybe give me an idea on what oil and coolant lines sizes to use.
Thanks!

JD said...

Hi Nathan, like with most turbo upgrades you are going to loose a bit of low end because of the bigger turbocharger until it starts to build boost. But if your looking for a solid 200whp turbo then the Garrett GT2554R will probably be one of the better ones due to it being dual ball bearing.

You should be ok with your existing turbo oil lines but make sure that if your new ball bearing turbo don't come with an oil restrictor then you need one. Ball bearing turbochargers don't need as much oil flow as journal bearing turbochargers do. And supplying too much oil to a ball bearing turbocharger will make them slow to spool up. So you can buy Oil Restrictor Fitting Kits -4AN x 7/16-24 for Garrett Ball Bearing Turbochargers GT25-GT35 that's installed between the turbo and oil line feed to solve the oil issues.

Erlissa Global said...

Hello Sir,
thank you for your last reply!appreciate it very much!
Can you have a look at the next one ?
URL : http://www.mudah.my/Garrett+AR60+Ballbearing+Turbo-47343483.htm
from what car do you think it is from?
Seller confirmed no leaking and no vibration at the shaft/fan.
And he is selling very cheap around USD150 in Malaysia(I am in Malaysia)

JD said...

Sorry Erlissa looks like it was removed before I could have a look. But considering the price $150 for any used turbo that's in working condition is a good deal. Only thing to be extra careful with when buying used turbochargers are the ball bearing turbochargers. If the ball bearings are broken and needs replacing this can cost another $100 or more to get fixed. Journal bearing turbochargers are better in this manner because they are much cheaper in parts to rebuild.

Michael Willis said...

.

Michael Willis said...

Hi JD,
Have a 1700cc V Twin Yamaha Motorcycle, a Few Guys Have turbo's On Them
Makes Best Power From 2500 to 4000 rpm Redline 6250 Runs 8.3:1 Compression & Can Handle 14lb With Stock internals. As You Can Appreciate @ 850cc Per Pot She Not a Big Rev Machine, More TORQUE Than Dr Phill & Oprah Winfrey Having an Argument. In Your Opinion Is This The Right Turbo For This Machine Or Should I Look @ Something Different? Just For Street Application, Not Going To Drag Race It Or Anything Like That.
Your Thoughts Would Be Much Appreciated.

JD said...

Hi Michael, big V Twin engines like these seem to run best with bigger capacity turbo intake manifolds. The rule of thumb is around 2x cylinder displacement, and that makes it a 3.4 liter manifold for your bike. It's not set in stone, but it is to help smooth out the intake pulses, from 2 big cylinders opening and closing. This however also makes it take a bit more time to fill up with air so expect the turbo to come on a little bit later. The GT25 turbocharger would probably be your best option, it might be a bit "laggy" and come on boost around 3-3500 rpm with a big manifold. But I would not really advice you to get a smaller turbocharger either because you already have plenty of low end torque. And that would make up for running a little bit bigger turbo. A small turbo would just add to that low end torque and you might find that you can't put the power down when you constantly get boost at low rpms.

Now the 1700cc V Max is not that bad of an engine with it's 90 mm × 66 mm bore and stroke and you could probably rev it out to 7000-8000 rpm if you need to with the stock internals. And the GT25 turbocharger would not restrict the engine if you like to rev it a bit higher in the future like a small turbo would.

Michael Willis said...

Cheers JD,
Should Have Mentioned She's a Warrior, 1700cc Pushrod air cooled, Not Looking @ Running The Water Side Of The Turbo Either.
Thanks In Advance.

Ruvim said...
This comment has been removed by the author.
Mahesh said...

Hi,
I am running a greddy TD04H 15g turbo on my 1.5l D15 Honda Engine. Its for street use. This turbo looses steam pretty fast.
Will GT2554r suitable upgrade option? I want something that spools faster and decent top end.
thanks,
Mahesh

JD said...

Hello Mahesh, the GReddy TD04H-15G turbocharger is very similar in size to the Garrett GT2554R turbocharger. The TD04H-15G you should be able to push to around 250hp on E85 fuel if you can get it. I don't have the exact measurments for your 15G turbo but the GReddy TD04H-15T turbo is supposed to support more boost and more power over the TD04H-15G with close to 300hp and that turbo have a 42.00 x 56.0mm turbine vs the Garrett GT2554R that have a 53mm turbine wheel.

So I think if you want to do a quick turbo upgrade then search for a TD04H-15T turbocharger because it would be an easy upgrade and it's a good street turbo. But if you also like faster spool and similar power then the ball bearing Garrett GT2554R turbocharger is something to look for, it should get on boost quicker and stay on boost between shifts and support around 270hp.

Skyler Richardson said...

I have a Fiat Abarth 1.4 turbo multiair.

Would a GT2554R be a good swap for my current setup? What modifications would I need to run a larger turbo? I'm looking for a good turbo swap, not the "turbo upgrades" that require me to send in my stock one for a rebuild.

Performance mods installation:
-BMC High Flow Intake System
-RRM Catless Downpipe
-Eurocompulsion Front Mount Intercooler
-Eurocompulsion E+D tune: Phase 1 custom
-NeuF Single Exit Race Exhaust
-Forge BOV
-Forge Wastegate
-Brisk Silver Racing Spark Plugs: gapped at 0.020"
-Eurocompulsion Silcone Vacuum Line Kit

JD said...

Hello Skyler, The Garrett GT2554R would be a good start for your current setup. I'm not sure what size injectors the Fiat Abart 1.4 turbo engines use stock. But to get the most out of the GT2554r turbocharger you would need 6-700cc injectors if running E85 Ethanol fuel or a set of 500cc injectors if tuning for regular gasoline with this turbo.

While doing the fuel system I would also try and fit a Bosch 040 fuel pump or similar and a fuel catch tank to make sure there wont be any problems with fuel flow.

santilli said...

Good evening, I have a toyota glanza cc1333 and I would like to do a turbo upgrade (small ct9) as a GT2554 would work on this car.

Bennie Shapiro said...

I have an 02 Insight, swapping in1.5L 08 Honda Fit auto (will have a very short runner manifold due to clearance)and turbocharging foe a nice bottom end, goals are 150whp and super fast spool. I like the 2554r due to BB but the 2052 would work as well, question is which would spool faster, price difference is very small

JD said...

Hello santilli, I'm sure the GT2554 would work but you might want to look at getting the GT1548 turbocharger instead. The GT15 should give you about the same spool as your current ct9 turbo but also give you more power because the Garrett GT1548 turbo have a larger 37.2mm inducer.

JD said...

Hello Bennie, if it's spool you are after and you can get a good price for the bb GT2554r turbo then that's the one to go for. The GT2052 would also spool well, but it might take a bit more tuning and work like a nice flowing manifold to get it to spool as fast as the ball bearing one.

Tiswal Bachok said...

Hi there quick question what's the best garrett turbo to bolt on for a 1.6l engine with Low compression piston with forged con rod and cam shaft of 272.My goal to achieve a 300hp-400hp if it's possible. I'm sorry to sound so noob coz I am. Thank u in advance

JD said...

Hello Tiswal, your best option if looking to get closer to 400hp then it would be the Garrett GT2860R turbocharger.

Or if you want a bit faster spool but a bit less power around 350hp then look at the Garrett GT2860RS "Disco Potato" turbo, also check out the video of the 1.6l Honda with this turbo in the link http://turbochargerspecs.blogspot.com/2013/02/garrett-gt28rs-gt2860rs-62-trim-360-hp.html

Shawna Southwick said...

Hi JD, I'm building a 1.0L Suzuki powertrain and my goal is 175-200whp at approximately 3000 ft of elevation. It's an extensive build with 8.5:1 compression, moderate head work, medium/big cam, an efficient intercooler, excellent turbo manifold, high flow exhaust, Haltech management, water/meth injection and an excellent tuner. This will mostly be a daily driver with occasional track days so I'm trying to get the quickest spool possible and still hit my goal. How late do you think the GT2554r would spool with some creative use of the water/meth?

JD said...

Hello Shawna, low comp and big cams are things that change how fast the turbo starts to spool and high elevation is also not helping. But mostly if you go with big cams it's going to push up the spool in the rev range.

Not knowing the details I would guess you should see the GT2554r turbocharger start to spool and give boost around 5000rpm for your engine.

Now if it's faster spool you are after and would be happy with a little bit less power you could also have a look at the smaller GT1548 that's rated for 200hp, with a good tune you could see close to 175whp with this smaller turbocharger, however this turbocharger is not a ball bearing turbocharger so the difference in spool might not be as big if you can get a good tune with the Garrett GT2554r turbocharger.

Unknown said...
This comment has been removed by the author.
Benny412 said...

Hello, i have a 500 abarth biposto 1.4cc, rc 9,1:1 . Currently with gt1446 starts pushing at 2200 rpm .. with gt2554r how many laps starts to push? thank you

JD said...

Hello Benny, the 1400cc Fiat Abarth engine will start to build boost after 3000 rpm with the GT2554r and it should give you full boost at around 4000 rpm if everything is setup right. The 9.10:1 compression can also help the turbo to spool a little earlier than that also.

Unknown said...

Hi, my name is Josh and I have an issue with my car. The GT2554R may be a solution.

I have a Jan 2006 MKIV Volkswagen Golf-GTI 1.8L 20-Valve Turbo with 135,000 miles The stock KO3-Sport Turbo is failing (excessive shaft play and griding under low boost (regular driving). The K03-S still spools well and the 161 MPH top speed is still achievable. Firstly, would you say the turbo absolutely needs to be replaced?

Secondly, the GTI is modified with Stage 1+ Unitronic Software, Stage 2 2.0 TSI/ Audi R8 V8 ignition, Forge 008 Diverter valve, Pwrhaus Side-Mount intercooler upgrade, Forge Turbo Inlet Pipe, and an unknown exhaust installed by previous owner. I have stock rods, pistons, and all other engine internals plus stock 318cc injectors.

ATP Turbo makes modified versions of the GT2X series specifically for this engine (called the "Eliminator" Series) including the 2554R. ATP Turbo states that all I need is 380cc Bosch injectors to run this turbo effectively at full boost, but Unitronic claims I need Stage 2+ software, 550cc injectors, Upgraded Fuel Pump, and 3" Downpipe. I believe ATP is correct, the compressor exducer of the GT25R is only 3mm larger than the stock KO3-S, so would I be correct in saying the GT25R could be run on my car with no additional modifications?

I am currently running around 225 Engine HP up from the 180 Stock. The "Golden Rule" on this engines is a max of 300 ft-lbs Engine Torque before needing upgraded rods, something I am NOT looking to do to a 12 year old car with 135,000 miles. Do you know what kind of power I could expect from the GT25R? Do you happen to know the max HP limit of a Stage 1+ Tune (Unitronic refuses to tell me)?

JD said...

Hi Josh, Yeah if the K03 turbo bearings are that bad and the compressor wheel is starting to hit the edges, then it's time for a rebuild. If you are handy you can get K03 replacement bearings from Ebay for around 20-80 dollars. And a complete K03 turbo core around 100-140, just make sure that everything lines up well and take your time if you are doing the rebuild yourself.

Well with the 380cc injectors you are really close to 100% injector duty at around 300hp. And if it's the green Bosch 803 injectors I know people do run them a bit more than that. However running 100% injector duty is not something recommended by most tuners. Most tuners aim for 80-90% injector duty at max. This way there is a safe zone.

Running the 380cc injectors and full boost with the GT255R you might see 240-250hp if everything is right, but you are close to the injectors limit. If you want to run 380cc injectors with no mods, then make sure the fuel pump is getting the right voltage +14v and that the fuel pressure is what it should be on boost.

I would say the stock 318cc injectors you have now are pretty much maxed out with 225hp, I would not go any higher due to the injectors running at 100% injector duty. Any fault like a voltage drop at the fuel pump etc could make you run lean on full boost.

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Good books on Turbocharging and High Power Engine Tuning

Turbo: Real-World High-Performance Turbocharger Systems (S-A Design) Turbochargers HP49 (HP Books): Turbo Design, Sizing & Matching, Spark-Ignition & Diesel Engine Applications, Water Injection, Controls, Carburetion, Intercooling, ... Street & Race Cars, Boats, Motorc Maximum Boost: Designing, Testing, and Installing Turbocharger Systems (Engineering and Performance) Turbocharging Performance Handbook (Motorbooks Workshop) Street TurbochargingHP1488: Design, Fabrication, Installation, and Tuning of High-Performance Street Turbocharger Systems How to Select and Install Turbochargers Supercharging, Turbocharging and Nitrous Oxide Performance (Motorbooks Workshop) How To Supercharge & Turbocharge GM LS-Series Engines (SA Design) Turbochargers (Technical Description and Discussion) Motorcycle Turbocharging, Supercharging, & Nitrous Oxide: A Complete Guide to Forced Induction and its use on Modern Motorcycle Engines Smokey Yunick's Power Secrets Troubleshooting and Repair of Diesel Engines Engine Management: Advanced Tuning Four-Stroke Performance Tuning 3rd ed: A practical guide Two-Stroke Performance Tuning Dyno Testing and Tuning Forced Induction Performance Tuning A Practical Guide to Supercharging and Turbocharging Volkswagen Sport Tuning for Street and Competition: Getting the Best Performance from Your Water-Cooled Volkswagen (Engineering and Performance) Fuel Injection: Installation, Performance Tuning, Modification (Motorbooks International Powerpro) Engine Management: Optimizing Modern Fuel and Ignition Systems (Haynes High-Performance Tuning Series) Two-Stroke Performance Tuning in Theory and Practice Motorcycle Tuning for Performance Building & Tuning High-Performance Electronic Fuel Injection Modern Engine Tuning The Design and Tuning of Competition Engines How to Tune and Modify Engine Management Systems (Motorbooks Workshop) Engine Builder's Handbook Secrets of Speed: Today's Techniques for 4-Stroke Engine Blueprinting & Tuning (Speedpro) Street Rotary HP1549: How to Build Maximum Horsepower & Reliability into Mazda's 12a, 13b & Renesis Engines Xtreme Honda B-Series Engines HP1552: Dyno-Tested Performance Parts Combos, Supercharging, Turbocharging and NitrousOxide--Includes B16A1/2/3 (Civic, Del Sol), B17A (GSR), B18C (GSR), B18C How to Build High-Performance Chevy LS1/LS6 V-8s: Modifying and Tuning Gen III Engines for GM Cars & Pickups (S-A Design) The sports car engine,: Its tuning and modification Tuning Rover V-8 Engines: How to Get Best Performance for Road and Competition Use High-Performance Subaru Builder's Guide: Includes the Impreza, Legacy, Forester, Outback, WRX and STI (S-A Design) Honda/Acura Engine Performance John Lingenfelter on Modifying SB Chevy Engines How to Build, Modify & Power Tune Cylinder Heads Racing Engine Builder's Handbook: How to Build Winning Drag, Circle Track, Marine and Road RacingEngines High-Performance Diesel Builder's Guide (S-A Design) The SU Carburettor High-Performance Manual (Speedpro) Weber Carburetor Manual: Including Zenith, Stromberg and SU Carburetors (Haynes Manuals) Rebuilding and Tuning Fords Kent Crossflow Engine Weber Carburetors (HP Books 774) How to Build Max-Performance Mitsubishi 4G63t Engines (S-A Design) (Performance How-To) Stock Car Racing Engine TechnologyHP1506: Advanced Engine Theory and Design for All Levels of Circle Track Racing Building Honda K-Series Engine Performance (Cartech) Ford Tuning Secrets Revealed (Secrets Revealed series) Ford Sohc pinto & sierra cosworth dohc engines high - performance manual How to Build & Power Tune Weber & Dellorto DCOE & DHLA Carburettors (Speedpro) How to Rebuild and Modify Carter/Edelbrock Carburetors: Performance, Street, and Off-Road Applications Flathead Tuning Manual Hot Rod Horsepower Handbook (Motorbooks Workshop)

Folks don't forget about racing safety gear when buying auto racing parts

I have been tuning engines for a long time and with that experience I tend to look a bit more at how other people tune their cars and bikes than anyone else. Now this is not true for everyone, but most of you will recognize yourself at some level.

About 25 years ago the level of tuning an ordinary street car would ever see was at most 30% increase in power. (Not true for every car out there, but I'm talking ordinary street cars here)

So if you had an Ford, Volvo or BMW the amount of power you could get would have been in the 150hp range and in some extreme cases 250hp. At this point this was the "limit" of ordinary naturally aspirated engines at that time. Yes there was a lot of racing going on at that time, and some of these race engines did get put into street cars and power levels would have been 300+ hp. But the amount of maintenance these race engines required and the cost to keep them running were too much for most people.

Back then you could not just go into a racing store and buy yourself a set of forged pistons and connecting rods. Let alone camshafts and valves to build your race engine.

With the introduction of turbochargers however the power suddenly increased to levels that are still uncommon in today’s cars. At the beginning people where not really sure how to tune turbo engines and intercoolers where something that most people had never heard of. Silicone hoses where did you get that? And real drag tires where not that common either.

But as time passed by, engine tuners got their hands on more parts and knowledge and the tuning business took of.

Now it still took some time before engine management systems where you could really start to extract power out of engines became common. And if you found someone who could tune these you would have to fork out serious doe to get everything working.

Along came chip tuning and turbo engines. What was unheard of just 20 years ago would now become a reality for anyone with a few minutes of tuning. Some of you might know the story of the Ford RS Cosworth, Nissan Skyline, Audi S1 Quattro, Lancia S4 to name a few and other icons of the late 1980 and early 1990. The turbo engines back then would give you 200hp and that is still today 25 years on about the same power level you would get from a new car. However today this is a common power figure for a station wagon. And back in the 80s only a few racing breed turbo engines would give you that.

But with a few changes to the ECU with chip tuning and some larger fuel injectors all that was needed then was to turn up the boost pressure and 350hp where unleashed. The only real limit here was only how much air the standard turbocharger could supply.

Sure there where different levels of basic tuning you could do but the effect was the same, more power.

With more and more tuner friendly cars coming out over the years the power figures are still holding almost the same. But what have changed today is the huge amount of DIY tuners out there. What engine tuners did 25 years ago have now entered the garage and racing parts have now become widely available to anyone. From the cheap Chinese made turbo exhaust manifolds to wastegates and almost every tuning part you can think of to the pure racing parts like forged pistons and engine management systems on sale that anyone can buy.

So what has happened is anyone with a little background in mechanics can now build their own race engine. Power levels have just gone up and up and up.. It’s not uncommon to see street cars today with 500hp and then there are the ones who have gone even higher, breaking the 1000hp barrier.

The one thing that all these engines have in common to achieve such power levels are of course the turbocharger. Without the turbo it would not have been possible. Well I’m sure a supercharger could do the job too but that’s another story.

However time and time again people forget the most important parts when tuning cars. I’m talking about safety and racing safety gear. I do see that people buy racing seats and that’s good. But most of the time they don’t buy racing seats because of the added safety. It’s because they think racing seats look good. And what about things like auto racing helmets that keeps your head intact. Most of the time people come to the track without real racing helmets and if it’s street racing that’s taking place, no one seems to bother wearing any kind of racing helmets at all.

I do understand that people feel protected inside their car and they don’t think they need roll cages and in some cases opt for roll bars instead but you really need to think about this.

Some of the racing safety gear you should look at are the following:
racing suit
racing shoes
racing helmets
racing gloves

In case you don’t have a fuel cell in your car and there is a chance of fire or fuel leak then you should consider racing fire suits also because these will save your life. Fire is not to be taken lightly. If you have a good fuel system in place to feed your engine and anyone who are looking for power is going to have that. Then you need to understand that at any given time those racing fuel pumps are pumping 2 gallons of fuel every minute. And if you get a leak and have an accident you are in real trouble if the power to the pumps are not cut right away.

So having the right racing safety gear to protect you is always a good choice. Today’s car are much safer than the ones years ago, but you need to understand that when we double and triple the amount of power and turn our 100mph car into a 200mph fire spitting monster of a car you really, really should spend some time and pick out some racing safety gear also.