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Monday, February 7, 2011

Garrett GT15 – GT1544 – Both 150 HP Turbos

Garrett have 3 different GT15 turbochargers. Two of them are almost identical with the differences being with the exhaust housings and flange. They are good for 150 HP and work well if you are looking for 100 HP. The recommended engine size for these are 1000cc to 1600cc.
You can see that they have different measurements down below.

First up the 454082-2 GT15 turbocharger


Model: 454082-2
CHRA: 433289-116


Bearing: Journal 
Cooling: Oil

Compressor
Inducer: 32.9 mm
Exducer: 43.9 mm
Trim: 56
A/R 0.33


Turbine
Wheel: 42.2 mm
Trim: 58
A/R: 0.34
Wastegated

And then the specs for the 454083-2 GT15 turbocharger unit from Garrett.

Model: 454082-2
CHRA: 433289-50



Bearing: Journal 
Cooling: Oil

Compressor
Inducer: 32.9 mm
Exducer: 43.9 mm
Trim: 56
A/R 0.33


Turbine
Wheel: 42.2 mm
Trim: 58
A/R: 0.35
Wastegated


There are only a slight differenses in A/R on the exhaust housing. The first GT15 being A/R 0.34.
The compressor maps for the two turbos are the same so I will only upload the compressor map for one of them. Also the turbine maps are the same so, will do the same with those.
The main differens between the Garrett GT12 turbocharger and these two GT15 turbochargers are that they don't have watercooled housings. So if you have a GT15 turbocharger and it's not watercooled then that means you got one of these. However if you're GT15 turbocharger is watercooled then that means you got the biggest GT15 turbocharger in you're hands GT1548. And that turbo is rated up to 200 HP.

The oil threads are M8x1.25 so it's not the same as the GT12 turbocharger.




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




Vehicles that use the Garrett GT15 family turbocharger



Garrett GT15
TurbochargerMarkModelYearEngineH.p.Family TurboTurbo CodeO.E.M Turbo Code
GarrettBMW318TDS1995-M41D E36
(1.7)
90DGT15454093-000222459013K
GarrettMGMGZR 252001TCI/E L series
(2.0)
137DGT15452283-0003PMF1005003K
GarrettRover200. 400. 600 . 752000TCI/E L series
(2.0)
137DGT15452283-0003PMF1005003K
GarrettCitroenBERLINGO 2.0 HDI1999DW10TD
(2.0)
90-GT15706976-000196324066803K
GarrettCitroenBERLINGO 2.0 HDI1999DW10TD
(2.0)
90-GT15706976-000296336141803K
GarrettOpelAstra F 1.7L1995X17DTL
(1.7)
68BGT15454092-00018600163K
GarrettOpelVectra B 2.0L1997X / Y20DTH
(2.0)
102-GT15454216-00018600273K
GarrettOpelVECTRA ecotec 2.0/41997-
(2.0)
0-GT15454105-0001-3K
GarrettPeugeot406 2.1/41997XUD11BTE
(2.1)
110-GT15454155-000296248587803K
TurbochargerMarkModelYearEngineH.p.Family TurboTurbo CodeO.E.M Turbo Code


Garrett GT154
TurbochargerMarkModelYearEngineH.p.Family TurboTurbo CodeO.E.M Turbo Code
GarrettAlfa Romeo156 1.9 JTD1998M720 KT 19 T
(1.9)
105-GT154454006-0007608160703K
GarrettAlfa Romeo156 1.9 JTD1999M720 KT 19 T
(1.9)
105-GT154701796-0001464801173K
GarrettAudi80 TDI 1.9L19941Z
(1.9)
90-GT154454082-0001028145701T3K
GarrettAudiA2 TDI 1.4L1999AMF
(1.4)
75BGT154706680-000170668000013K
GarrettAudiA2 TDI 1.4L2000AMF
(1.4)
75BGT154701729-00010451457013K
GarrettAudiA2 TDI 1.4L2000AMF
(1.4)
75BGT154701729-0006045145701V3K
GarrettAudiA2 TDI 1.4L2000AMF
(1.4)
75BGT154701729-0003045145701V3K
GarrettAudiA3 TDI 1.9L1996AGR
(1.9)
90-GT154454159-0001038145701A3K
GarrettAudiA3 TDI 1.9L1997AHF
(1.9)
110-GT154454232-0001038253019A3K
GarrettAudiA3 TDI 1.9L1997AHF
(1.9)
110-GT154454232-0003038253019A3K
GarrettAudiA3 TDI 1.9L1998AFN
(1.9)
110-GT154454195-00010382530193K
GarrettAudiA3 TDI 1.9L1998AGR
(1.9)
90-GT154454159-0002038145701A3K
GarrettAudiA3 TDI 1.9L1999AHF
(1.9)
110-GT154454232-0004038253019A3K
GarrettAudiA4 TDI 1.9L1994AFN
(1.9)
110-GT154454158-0001028145702C3K
GarrettAudiA4 TDI 1.9L1995AUH
(1.9)
90-GT154454097-00010281457023K
GarrettAudiA4 TDI 1.9L1997AJM
(1.9)
110-GT154454231-0001028145702H3K
GarrettAudiA4 TDI 1.9L1997AFN
(1.9)
110-GT154454231-0001028145705H3K
GarrettAudiA4 TDI 1.9L19971Z
(1.9)
90-GT154454097-00020281457023K
GarrettAudiA4 TDI 1.9L1998AFN
(1.9)
110-GT154454158-0003028145702C3K
GarrettAudiA4 TDI 1.9L1999AJM
(1.9)
110-GT154454231-0003028145705H3K
GarrettAudiA4 TDI 1.9L1999AJM
(1.9)
110-GT154454231-0004028145705H3K
GarrettAudiA6 TDI 1.9L1994AFN
(1.9)
110-GT154454158-0001028145702D3K
GarrettAudiA6 TDI 1.9L19951Z
(1.9)
90-GT154454082-0002028145701T3K
GarrettAudiA6 TDI 1.9L1997AFN
(1.9)
110-GT154454231-0001028145705H3K
GarrettAudiA6 TDI 1.91998AFN
(1.9)
110-GT154454158-0003028145702D3K
GarrettAudiA6 TDI 1.9L1999110
(1.9)
110-GT154454231-0004028145705H3K
GarrettAudiA6 TDI 1.9L1999AFN
(1.9)
110-GT154454231-0003028145705H3K
GarrettBMW318 D E36 1.7 TD1994M41D18
(1.7)
92DGT154454093-000122454203K
GarrettBMW318 D E36 1.7 TD1995M41D18
(1.7)
92DGT154454093-000222459013K
GarrettBMW318 D E36 1.7 TD1999M41D18
(1.7)
92DGT154454093-000322454203K
GarrettBMW318 D E36 1.7 TD1999M41D18
(1.7)
92DGT154454093-000422459013K
GarrettBMW320 D E36 2.0 TD1998M47D20
(2.0)
136-GT154700447-00012247297F3K
GarrettBMW320 D E36 2.0 TD1998M47D20
(2.0)
136-GT154700447-00032247297G3K
GarrettBMW320 D E36 2.0 TD1998M47D20
(2.0)
136-GT154700447-00042248905G3K
GarrettBMW320 D E46 2.0 TD2000M47D20
(2.0)
136-GT154700447-00052247297H3K
GarrettBMW320 D E46 2.0 TD2000M47D20
(2.0)
136-GT154700447-00072247901H3K
GarrettBMW320 D E46 2.0 TD2000M47D20
(2.0)
136-GT154700447-00062247905H3K
GarrettBMW520 D E39 2.0 TD2000M47D20
(2.0)
136-GT154700447-00052247297H3K
GarrettBMW520 D E39 2.0 TD2000M47D20
(2.0)
136-GT154700447-00062247905H3K
GarrettBMW520 D E39 2.0 TD2000M47D20
(2.0)
136-GT154700447-00072247901H3K
GarrettCitroenC5 2.0 HDI1999DW10ATD
(2.0)
90-GT154706977-000196225269803K
GarrettCitroenC5 2.0 HDI2000DW10ATD
(2.0)
136-GT154706977-000396452472803K
GarrettCitroenC5 2.2 HDI2000DW12TED
(2.2)
136-GT154706006-000396406686803K
GarrettCitroenC5 2.2 HDI2000DW12TED
(2.2)
136-GT154706006-000496402548803K
GarrettCitroenC5 2.2 HDI2001DW12TED
(2.2)
136-GT154726683-000196406686803K
GarrettCitroenC8 2.2 HDI2003DW12TED
(2.2)
136-GT154707240-000296495886803K
GarrettCitroenEVASION 2.1 IDI1997XUD11BTE
(2.1)
110-GT154454155-000296248587803K
GarrettCitroenEVASION 2.1 IDI1998XUD11BTE
(2.1)
110-GT154701072-000196315363803K
GarrettCitroenEVASION 2.0 HDI1999DW10ATED
(2.0)
109-GT154706978-000196345211803K
GarrettCitroenEVASION 2.0 HDI2001DW10ATED
(2.0)
109-GT154713667-000196378612803K
GarrettCitroenEVASION 2.0 HDI2001DW10ATED
(2.0)
109-GT154713667-000369443842803K
GarrettCitroenEVASION2 2.0 HDI2001DW10ATED
(2.0)
109-GT154713667-000196378612803K
GarrettCitroenEVASION2 2.0 HDI2001DW10ATED
(2.0)
109-GT154713667-000396443842803K
GarrettCitroenEVASION2 2.2 TD2001DW12TED
(2.2)
130-GT154707240-000196411923803K
GarrettCitroenJUMPY 2.0 HDI1999DW10ATED
(2.0)
109-GT154706978-000196345211803K
GarrettCitroenPICASSO 2.0 DI2000DW10TD2S
(2.0)
90-GT154706977-000296333823803K
GarrettCitroenXANTIA 1.9 IDI1998XUD9BTF
(1.9)
92-GT154454171-000496336471803K
GarrettCitroenXANTIA 1.9 IDI1998XUD9BTF
(1.9)
92-GT154454171-000596337854803K
GarrettCitroenXANTIA 2.0 HDI1998XUD11BTE
(2.0)
110-GT154454155-000296248587803K
GarrettCitroenXSARA 1.9 D1998XUD9
(1.9)
90-GT154454176-000596336474803K
GarrettCitroenXSARA 1.9 D1998XUD9
(1.9)
90-GT154454176-0006-3K
GarrettCitroenZX 1.9 IDI1998XUD9TE
(1.9)
90-GT154454176-000596336474803K
GarrettFiatBRAVA 1.9 D1996M.720.AT.19.T
(1.9)
100-GT154454080-0004464349573K
GarrettFiatBRAVA 1.9 D1996M.720.MT.19.T
(1.9)
75-GT154454006-0002464373903K
GarrettFiatBRAVA 1.9 D1997M.720.AT.19.T
(1.9)
100-GT154702339-0001465305923K
GarrettFiatBRAVA 1.9 D1997M.720.LT.19.T
(1.9)
100-GT154701000-0001465144813K
GarrettFiatBRAVA 1.9 D1997M.720.MT.19.T
(1.9)
75-GT154700999-0001465144783K
GarrettFiatBRAVA 1.9 D1998M.720.KT.19.T
(1.9)
105-GT154701796-0001464801173K
GarrettFiatBRAVA 1.9 D1998M.724.MT.19.T
(1.9)
105-GT154701370-0001467507833K
GarrettFiatBRAVO 1.9 D1996M.720.AT.19.T
(1.9)
100-GT154454080-0004464349573K
GarrettFiatBRAVO 1.9 D1996M.720.MT.19.T
(1.9)
75-GT154454006-0002464373903K
GarrettFiatBRAVO 1.9 D1997M.720.LT.19.T
(1.9)
100-GT154701000-0001465144813K
GarrettFiatBRAVO 1.9 D1998M.720.KT.19.T
(1.9)
105-GT154701796-0001464801173K
GarrettFiatBRAVO 1.9 D1998M.724.MT.19.T
(1.9)
105-GT154701370-0001467507833K
GarrettFiatBRAVO 1.9 JTD2001DI 2V M724
(1.9)
105-GT154708847-0001467561553K
GarrettFiatDUCATO 1.91996M.720.CT.19.T
(1.9)
85-GT154454080-0005464132443K
GarrettFiatMAREA 1.9 D1996M.720.MT.19.T
(1.9)
75-GT154454006-0002464373903K
GarrettFiatMAREA 1.9 D1997M.720.LT.19.T
(1.9)
100-GT154701000-0001465144813K
GarrettFiatMAREA 1.9 D1998M.720.LT.19.T
(1.9)
100-GT154702339-0001465144813K
GarrettFiatMAREA 1.9 D1998M.724.MT.19.T
(1.9)
105-GT154701370-0001467507833K
GarrettFiatMAREA 1.9 D1999M.720.KT.19.T
(1.9)
105-GT154701796-0001464801173K
GarrettFiatPUNTO 1.9 D1994M.798.HT.17.D
(1.9)
72-GT154454080-000177776903K
GarrettFiatTIPO 1.9 D1996M.720.LT.19.T
(1.9)
75-GT154454080-0002464373903K
GarrettFiatULYSSE 2.1 D1998XUD11BTE
(2.1)
0-GT154701072-000196315363803K
GarrettFiatULYSSE 2.0 HDI1999DW10ATED2S
(2.0)
110-GT154706978-000196345211803K
GarrettFiatULYSSE 2.0 HDI2001DW10ATED4
(2.0)
109-GT154713667-000196443842803K
GarrettFiatULYSSE 2 2.002001DWTED4
(2.0)
109-GT154713667-000396443842803K
GarrettFiatULYSSE 2 2.2 D2001DW12TED4S
(2.2)
127-GT154707240-000196411923803K
GarrettFordESCORT 1.8L TD--
(1.8)
0-GT154452084-000196FF6K682AA3K
GarrettFordESCORT 1.8L TDI1996Endura
(1.8)
90-GT154452084-000496FF6K682AA3K
GarrettFordESCORT 1.8L TDI1997Endura
(1.8)
90-GT154452084-000796FF6K682AB3K
GarrettFordESCORT 1.8L TDI1998Endura
(1.8)
90-GT154452084-001196FF6K682AD3K
GarrettFordESCORT 1.8L TDI1998Endura
(1.8)
90-GT154452084-000996FF6K682AC3K
GarrettFordFIESTA 1.8L TDI/T2000Duratorq
(1.8)
75-GT154703863-0002YS6Q6K682BC3K
GarrettFordFOCUS 1.8L DI1999Lynx
(1.8)
90DGT154452244-0005XS4Q6K682BB3K
GarrettFordFOCUS 1.8L DI2000Lynx
(1.8)
90DGT154706499-0002XS4Q6K682DC3K
GarrettFordFOCUS 1.8L DI2000Lynx
(1.8)
90DGT154706499-0001XS4Q6K682DB3K
GarrettFordGALAXY 1.9L DI1995TDI
(1.9)
90-GT154454083-0001028145701Q3K
GarrettFordMONDEO 1.8L TD1996Endura
(1.8)
88-GT154452124-000597FF6K682AC3K
GarrettFordMONDEO 1.8L TD1996Endura
(1.8)
88-GT154452124-000497FF6K682AB3K
GarrettFordMONDEO 1.8L TD1996Endura
(1.8)
88-GT154452124-000697FF6K682AE3K
GarrettFordTRANSIT 2.5L D1997Otosan
(2.5)
100-GT154452213-0001954T6K682AA3K
GarrettLanciaZETA 2.0L1999DW10ATED2S
(2.0)
110-GT154706978-000196345211803K
GarrettLanciaZETA 2.0L2001DW10ATED4
(2.0)
110-GT154713667-000396443842803K
GarrettLanciaZETA 2.0L HDI2001DW10ATED4
(2.0)
110-GT154713667-000396443842803K
GarrettLanciaZETA 2.2L D2001DW12ATED4S
(2.2)
130-GT154707240-000196411923803K
GarrettLandroverFreelander 2.0 TDI1997TCIE
(2.0)
97-GT154452202-0004PMF1004903K
GarrettLandroverFreelander 2.0 TDI1997TCIE
(2.0)
97-GT154452202-0003PMF1004003K
GarrettNissanALMERA 2.2L D2000YD1 126
(2.2)
110-GT154705306-0006144115M3103K
GarrettNissanALMERA 2.2L D2000YD1 126
(2.2)
110-GT154705306-0001144115M3003K
GarrettNissanALMERA 2.2L D2000YD1 149
(2.2)
114-GT154705306-0007144114U1103K
GarrettNissanALMERA 2.2L D2000YD1 149
(2.2)
114-GT154705306-0002144114U1003K
GarrettOpelAstra G 2.0L1996X / Y20DTL
(2.0)
82-GT154454098-00018600223K
GarrettOpelAstra G 2.0L1997Y20DTH
(2.0)
100-GT154454216-00018600273K
GarrettOpelAstra G 2.0L1997X / Y20DTL
(2.0)
82-GT154454098-0002905315183K
GarrettOpelAstra G 2.0L1997X / Y20DTL
(2.0)
82-GT154454098-00038600453K
GarrettOpelAstra G 1.7L1998X17DTL
(1.7)
68BGT154454187-00018600313K
GarrettOpelAstra G 2.0L1998Y20DTH
(2.0)
100-GT154454216-00028600273K
GarrettOpelAstra G 2.0L2000Y20DTH
(2.0)
100-GT154454216-00038600463K
GarrettOpelCKD India 1.7L199817LC
(1.7)
0BGT154704345-000192020843K
GarrettOpelFrontera 2.2L1998X / Y22DTH
(2.2)
116-GT154454219-0001905735343K
GarrettOpelFrontera 2.2L1999X / Y22DTH
(2.2)
116-GT154454219-00038600333K
GarrettOpelMovano 2.2L200022DTI
(2.2)
90-GT154702404-000244043263K
GarrettOpelOmega B 2.0L1997X20DTH
(2.0)
100-GT154454219-00048600323K
GarrettOpelOmega B 2.0L1997X20DTH
(2.0)
100-GT154454219-00028600323K
GarrettOpelSignum 2.0L-Y20DTH
(2.0)
100-GT154454216-00018600523K
GarrettOpelSintra 2.2L199722HC
(2.2)
120-GT154454229-0001905735333K
GarrettOpelSintra 2.2L199822HC
(2.2)
120-GT154454229-0002905735333K
GarrettOpelVectra B 2.0L1996X20DTL
(2.0)
82-GT154454098-00018600223K
GarrettOpelVectra B 2.0L1997X20DTL
(2.0)
82-GT154454098-0002905315183K
GarrettOpelVectra B 2.0L1998X / Y20DTH
(2.0)
100-GT154454216-00028600273K
GarrettOpelVectra B 2.0L2000X / Y20DTH
(2.0)
100-GT154454216-00038600463K
GarrettOpelVectra B 2.0L2000X20DTL
(2.0)
82-GT154454098-00038600453K
GarrettOpelZafira 2.0L1996X / Y20DTL
(2.0)
82-GT154454098-00018600223K
GarrettOpelZafira 2.0L1996X / Y20DTL
(2.0)
82-GT154454098-00038600453K
GarrettPeugeot206 2.0L HDI2000DW10TD
(2.0)
90-GT154706977-000396452472803K
GarrettPeugeot206 2.0L HDI2000DW10TD
(2.0)
90-GT154706977-000196225269803K
GarrettPeugeot306 1.9L1998XUD9TE eco
(1.9)
91-GT154454176-000596336474803K
GarrettPeugeot307 2.0L HDI2000DW10TD
(2.0)
90-GT154706977-000296333823803K
GarrettPeugeot406 2.1L HDI1997XUD11BTE
(2.1)
110-GT154454155-000296248587803K
GarrettPeugeot406 1.9L TD1998XUD9BTF
(1.9)
92-GT154454171-000496336471803K
GarrettPeugeot406 1.9L TD1998XUD9BTF
(1.9)
92-GT154454171-000596337854803K
GarrettPeugeot406 2.0L HDI2000DW10ATD
(2.0)
90-GT154706977-000196225269803K
GarrettPeugeot406 2.2L HDI2001DW12TED
(2.2)
136-GT154706006-000496402548803K
GarrettPeugeot406 2.2L HDI2001DW12TED
(2.2)
136-GT154706006-000396406686803K
GarrettPeugeot406 2.2L HDI2001DW12TED
(2.2)
136-GT154726683-000196406686803K
GarrettPeugeot406 Coupe 2.2L HDI2001DW12
(2.2)
136-GT154726683-000196406686803K
GarrettPeugeot406 Coupe 2.2L HDI2001DW12
(2.2)
136-GT154706006-000496402548803K
GarrettPeugeot406 Coupe 2.2L HDI2001DW12
(2.2)
136-GT154706006-000396406686803K
GarrettPeugeot607 2.2L HDI2000DW12TED
(2.2)
136-GT154706006-000496402548803K
GarrettPeugeot607 2.2L HDI2000DW12TED
(2.2)
136-GT154706006-000396406686803K
GarrettPeugeot607 2.2L HDI2000DW12TED
(2.2)
136-GT154726683-000196406686803K
GarrettPeugeot806 2.1L TD1998XUD11BTE
(2.1)
110-GT154454155-000296248587803K
GarrettPeugeot806 2.0L HDI1999DW10ATED
(2.0)
107-GT154706978-000196345211803K
GarrettPeugeot806 2.1L TD1999XUD11BTE
(2.1)
110-GT154701072-000196315363803K
GarrettPeugeot806 2.0L HDI2001DW10ATED
(2.0)
107-GT154713667-000196378612803K
GarrettPeugeot806 2.0L HDI2001DW10ATED
(2.0)
109-GT154713667-000396443842803K
GarrettPeugeot807 2.0L HDI2001DW10ATED
(2.0)
107-GT154713667-000396443842803K
GarrettPeugeot807 2.0L HDI2001DW10ATED
(2.0)
107-GT154713667-000196378612803K
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GarrettSeatTOLEDO 1.9 TDI1997AHF/ALH
(1.9)
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GarrettSeatTOLEDO 1.9 TDI19971Z
(1.9)
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GarrettSeatTOLEDO 1.9 TDI1998AFN
(1.9)
110-GT154454161-0003028145702D3K
GarrettSeatTOLEDO I 1.9 TD1994AHZ
(1.9)
75-GT154454065-0002028145701S3K
GarrettSkodaOCTAVIA 1.9TDI1998TDI 90
(1.9)
90-GT154454159-0002038145701A3K
GarrettSuzukiGrand Vitara 2.0L TDI2002-
(2.0)
109-GT154734204-0001ZY340274023K
GarrettVolkswagenBEETLE TDI 1.9TDI1997ATD
(1.9)
115-GT154454232-0002038253019D3K
GarrettVolkswagenBEETLE TDI 1.9TDI1998ATD
(1.9)
115-GT154454232-0006038253019D3K
GarrettVolkswagenBORA TDI 1.9TDI1997AFN
(1.9)
110-GT154454161-0003028145702D3K
GarrettVolkswagenBORA TDI 1.9TDI1998AFN
(1.9)
110-GT154454195-0001382530193K
GarrettVolkswagenCADDY/COMBI 1.9L TDI1998-
(1.9)
90-GT154703674-0001045145701F3K
GarrettVolkswagenGOLF III 1.9TD1994AHZ
(1.9)
75-GT154454065-0002028145701S3K
GarrettVolkswagenGOLF III 1.9TDI1994AFN
(1.9)
110-GT154454158-0001028145702C3K
GarrettVolkswagenGOLF III 1.9TDI19941Z
(1.9)
90-GT154454083-0001028145701Q3K
GarrettVolkswagenGOLF III 1.9TDI1995AFN
(1.9)
110-GT154454161-0001028145702D3K
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(1.9)
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(1.9)
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(1.9)
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(1.9)
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(1.9)
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(1.9)
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(1.9)
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GarrettVolkswagenGOLF IV 1.9TDI1998AFN
(1.9)
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GarrettVolkswagenGOLF IV 1.9TDI1999AJM
(1.9)
110-GT154454232-0004038253019A3K
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(1.2)
61-GT154700960-0001045145701A3K
GarrettVolkswagenLUPO TDI 1.2TDI1999ANY
(1.2)
61-GT154700960-0002045145701D3K
GarrettVolkswagenLUPO TDI 1.2TDI2000ANY
(1.2)
61-GT154700960-0003045145701E3K
GarrettVolkswagenLUPO TDI 1.2TDI2000ANY
(1.2)
61-GT154700960-0004045145701E3K
GarrettVolkswagenLUPO TDI 1.2TDI2001ANY
(1.2)
61-GT154700960-0005045145701E3K
GarrettVolkswagenLUPO TDI 1.2TDI2002ANY
(1.2)
61-GT154700960-0008045145701E3K
GarrettVolkswagenLUPO TDI 1.2TDI2003ANY
(1.2)
61-GT154700960-0011045145701E3K
GarrettVolkswagenPASSAT III 1.9TD1994AHZ
(1.9)
75-GT154454065-0002028145701S3K
GarrettVolkswagenPASSAT III 1.9TDI19941Z
(1.9)
90-GT154454083-0001028145701Q3K
GarrettVolkswagenPASSAT III 1.9TDI1995AFN
(1.9)
110-GT154454158-0001028145702C3K
GarrettVolkswagenPASSAT III 1.9TDI1995AFN
(1.9)
110-GT154454161-0001028145702D3K
GarrettVolkswagenPASSAT III 1.9TDI1995AUH
(1.9)
90-GT154454097-0001281457023K
GarrettVolkswagenPASSAT III 1.9TDI19971Z
(1.9)
90-GT154454083-0002028145701Q3K
GarrettVolkswagenPASSAT III 1.9TDI1997AUH
(1.9)
90-GT154454097-0002281457023K
GarrettVolkswagenPASSAT TDI 1.9TDI1997AJM
(1.9)
110-GT154454231-0001028145702H3K
GarrettVolkswagenPASSAT TDI 1.9TDI1998AFN
(1.9)
110-GT154454161-0003028145702D3K
GarrettVolkswagenPASSAT TDI 1.9TDI1998AFN
(1.9)
110-GT154454158-0003028145702C3K
GarrettVolkswagenPASSAT TDI 1.9TDI1999AJM
(1.9)
110-GT154454231-0004028145702H3K
GarrettVolkswagenPASSAT TDI 1.9TDI1999AJM
(1.9)
110-GT154454231-0003028145702H3K
GarrettVolkswagenPASSAT TDI 1.9TDI1999ATJ
(1.9)
115-GT154454231-0002028145702R3K
GarrettVolkswagenPASSAT TDI 1.9TDI1999ATJ
(1.9)
115-GT154454231-0006028145702H3K
GarrettVolkswagenPOLO TDI 1.4TDI1999AMF
(1.4)
75DGT154706680-0001045145701C3K
GarrettVolkswagenPOLO TDI 1.4TDI2000AMF
(1.4)
75DGT154701729-0001451457013K
GarrettVolkswagenPOLO TDI 1.4TDI2001-
(1.4)
75DGT154720243-0001045253019D3K
GarrettVolkswagenPOLO TDI 1.4TDI2003AMF
(1.4)
75DGT154701729-0009451457013K
GarrettVolkswagenSHARAN TDI 1.9TDI19941Z
(1.9)
90-GT154454083-0001028145701Q3K
GarrettVolkswagenSHARAN TDI 1.9TDI19951Z
(1.9)
90-GT154454083-0002028145701Q3K
GarrettVolkswagenSHARAN TDI 1.9TDI1996AFN
(1.9)
110-GT154454183-0001028145702E3K
GarrettVolkswagenSHARAN TDI 1.9TDI1997AFN
(1.9)
110-GT154701855-0001028145702P3K
GarrettVolkswagenSHARAN TDI 1.9TDI1998AFN
(1.9)
110-GT154454183-0002028145702E3K
GarrettVolkswagenSHARAN TDI 1.9TDI1999AVG
(1.9)
115-GT154701855-0002028145702S3K
GarrettVolkswagenT4 TDI 1.9TD1995AAZ
(1.9)
75-GT154454064-0001028145701L3K
GarrettVolkswagenVENTO TD 1.9TD1991AAZ
(1.9)
75-GT154454064-0002028145701S3K
GarrettVolkswagenVENTO TDI 1.9TDI19941Z
(1.9)
90-GT154454083-0001028145701Q3K
GarrettVolkswagenVENTO TDI 1.9TDI1995AFN
(1.9)
110-GT154454158-0001028145702C3K
GarrettVolkswagenVENTO TDI 1.9TDI19951Z
(1.9)
90-GT154454083-0002028145701Q3K
GarrettVolkswagenVENTO TDI 1.9TDI1996AFN
(1.9)
110-GT154454161-0001028145702D3K
GarrettVolvoS40 1.9L TD1998F9Q730
(1.9)
95-GT154703753-000177001117473K
GarrettVolvoS40 1.9L TD2001F9Q
(1.9)
98-GT154717348-00018200046681A3K
GarrettVolvoS90 1.9L TD1999F9Q730
(1.9)
95-GT154703753-000177001117473K
GarrettVolvoV40 1.9L TD1999F9Q730
(1.9)
95-GT154703753-000177001117473K
GarrettVolvoV40 1.9L TDI2001F9Q
(1.9)
98-GT154717348-00018200046681A3K
GarrettVolkswagenT4 TDI 1.9TD1995AAZ
(1.9)
75-GT154454064-0002028145701L3K
GarrettCitroenC8 2.2 HDI2003DW12TED
(2.2)
136-GT154707240-000296495803753K
GarrettCitroenPICASSO 2.0 DI2000DW10TD2S
(2.0)
90-GT154706977-000296333803753K
TurbochargerMarkModelYearEngineH.p.Family TurboTurbo CodeO.E.M Turbo Code


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.

40 comments:

Anonymous said...

your page was very helpful in helping me to locate a turbo cartridge from various car manufactures. thanks

Unknown said...

Hi

I've searching for numerous days for details for my GT1549s turbocharger, more specifically the thread size for the oil-inlet.

Was advised by a local dealer that it was 7/16" 24UNF, but the banjo bolt was too small in diameter and pitch.

Can you please help me with this ?

JD said...

Hello Peter,

I have been told that it also could be 7/16" 24UNC however the common 7/16" 24UNF should also be found on the GT15 oil inlet.

To mix things up even more Garrett have also options for the GT15 turbo to have M10x1.0 and M14x1.5 thread sizes.

Anonymous said...

Very useful and well-researched webpage, thanks.

Unknown said...

Hello JD,

Thanks for such informative page on turbo compressors!

What is your opinion, can I put on Opel Astra G 2.0 Y20DTL compressor of Y20DTH (with suitable piping, of course)? It seems to me that compressors are the same, only the air outlet differs.
It is said that L on the very end of the Y20DTL stands for Low Pressure, and H in Y20DTH for High Pressure. That bothers me, because compressors should be the same... Am I missing something?

Goran, Belgrade

JD said...

Hello and thank you Goran,

Normally the only difference between a low pressure turbo and high pressure turbo is the wastegate regulating the boost pressure to be lower or higher. In some cars this is done with an electromagnetic valve on the vacuum hose at the wastegate that is also used by the ECU to give you the factory "step down" or "overboost" functions that opens the valve and lets the turbocharger run a higher boost pressure (about 0.3 bar more boost). It gives the engine a little bit more power when overtaking and then the valve closes and limits the boost and the turbocharger goes back to normal boost levels.

Looking at the Opel Y20DTL turbocharger and the Y20DTH compressor wheel I can see that they have added more blades to the compressor wheel on the low pressure turbo Y20DTL. This is because they want the low pressure turbocharger to flow more air at a lower boost pressure than the Y20DTH turbocharger would.

However I am pretty sure that both compressor wheels Y20DTL and Y20DTH are of the same size and both compressors would work for your Opel, but if not then it is simply a matter of changing the compressor wheel to the right one.

Unknown said...

Thank you JD,

Your explanations and remarks are very useful to me. Actually, my car was originally DTH, but some previous owner changed turbo, put DTL one (supposedly), and removed intercooler completely! Now I'm restoring intercooler but in doubt whether to completely change turbo or just to install DTH compressor housing which suits DTH intercooler pipings on my (in good condition) DTL turbo.

Maybe, that experiment with more bladed DTL turbine would give interesting result. If it isn't time/money consuming it would be interesting one to try both cases!

Iron Racer said...

Great info, very comprehensive and just what I was looking for!

Unknown said...

Hii jd
I have been looking for a turbo preferably a ball bearing for my 4cyl 1.3l engine (fiat palio elx) and I want to make boost around 3000-3500rpm and my target is 200whp...in doing so I came across the gt1548 48mm 60trim .48ar I'm not sure wether it's the right size turbo for me and it's a journal bearing which will take more time to spool and also will it be efficient for 200whp. Which turbo do u suggest?
Love to have your insights
Thank you

JD said...

Hi mohammed, considering the fwd transmission loss is around 10-15% you would need to make around 220hp in the engine for a solid 200whp. That said the Garrett GT1548 might be able to give you close to around 180whp. To get to a solid 200whp I suggest you look at the 50 trim Garrett GT2052 turbo http://turbochargerspecs.blogspot.com/2011/02/garrett-gt20-gt2052-225-hp.html

The 50 trim GT2052 have a little bigger inducer than the GT1548 so it will flow more air but it is recommended for 1400cc to 2000cc, so you will get a bit more turbo lag vs the smaller GT1548 but it will be able to give you a solid 200whp. It should start to spool around 3500rpm and give you full boost before 4000rpm if everything is set up right.

Make sure you get the bigger 50 trim GT2052 turbo and not the smaller 48 trim GT2052 because that one have a smaller inducer and wont flow enough air to give you a solid 200whp.


Unknown said...

Recommendations for a classic honda 1.5l cvcc. Webber carb. Want to make boost through most of the rpm range and maybe 120-150hp. 50 gt2052? Or the gt15. Or something else any help appreciated. Ig is little_blue_wagon if you'd like to message me directly ^-^ thank u so much

JD said...

Hello, if you have the 1.5 liter CVCC Honda engine that makes around 50-60hp stock then the GT15 would probably be the better option if you like to make boost early, however around 130 maybe 140 hp would be the best you could expect from the GT15. If you like to have even better spool and you are not reving past say 5000 rpm then the GT1241 turbocharger could also be a good option, but 110-120 hp would be the the limit of this turbo.

If you really want a solid 150 hp then you would need to go with the 48 trim GT2052 turbo, it would be possible to get 160 hp from this turbocharger but you will probably not make boost at low rpms like the smaller turbos. And an intercooler needs to be fitted, you are going to have to run around 20 psi / 1.5 bar boost to make the power you are after.

Bob Hoffman said...

Hi what is the recommended engine size for a gt1544v I was planning to use this on a 1.4tdci engine

JD said...

Hello Bob, it should work fine as the GT1544V is very similar to the GT1544 turbo. It is recommended for 1000cc to 1600cc engines.

Unknown said...

Hello,
Have this turbo installed on a 750cc motorcycle, starts making boost at around 5k rpm.
How much pressure do these turbos take? Is there any problems running diesel turbocharger on petrol engine?

JD said...

Hello, anything over 1.5 bar / 22 psi boost pressure and it's going to lose efficiency. You can still go a bit higher boost but you would need a good intercooler to keep the inlet temps down.

You can run old style Diesel turbochargers like Holset without variable vanes on petrol engines without problems.

However if it's the variable vane type Diesel turbos then it's very important that the exhaust temperatures never goes above 850°C because that would start to destroy the variable vanes. There are new BorgWarner VGT turbos that can take exhaust temps up to 900°C however on a petrol engine you are looking at 1000°C exhaust temps so it's always going to be a risk of destroying the turbo.

That said, on a motorcycle or street car you are not going to be on boost and generating high exhaust temperatures for extended periods of time so it would be less likely to hurt a variable vane type Diesel turbo.

Unknown said...

JD, what about turbo being a restriction?
I'm a bit worried about that now. As my CBX makes about 90Hp stock, but now I have lowered compression a bit. What power does this turbo actually make? And could it restrict exhaust flow?
I'm hoping to hit 1 Bar without detonation.

JD said...

Hello, considering this GT1544 turbo is most efficient at around 100Hp, it would be a bit of an restriction on your engine. It will put you on the far right side of the compressor map. At around 0.7 bar boost you could get around 130hp, however you would need to go over 1 bar boost to get close to 140hp and maybe get 150hp with a good intercooler.

A much better option for your engine would be the GT1548 turbo instead. You should have no problem getting 150hp with around 0.7 bar boost and you could get close to 180hp with 1 bar boost and a good setup.

I don't think you need to worry about the turbo being a restriction to the exhaust unless you want more top end power. If you think that will be a problem then the GT2052 turbocharger would be an option. As it's got a 47 mm turbine housing vs the 41 mm housing the GT1548 uses.

Superhamman88 said...

I'm putting together my suzuki cappuccino and am looking at what turbo to put on. I have ported and polished the head and will make a custom exhaust manifold. I am looking at making around 120hp. Would the gt12 or gt15 be a better option?

JD said...

Hello Superhamman88, I'm not sure how good the stock cylinder head is and how much hp you gain from a port and polish on the stock Suzuki Cappuccino engine. But if you can get another 20hp from the port job then you would need around 1.1 bar / 16 psi boost pressure to get to 120hp. If that's the case then the GT1241 turbo would be the best option.

However if you can't get much more hp from the stock engine you are going to have to compensate with higher boost pressures to get to 120hp. If that's the case then the GT1544 turbo would be the better option as you could run up to 1.6 bar / 23 psi and the turbo would still be efficient and able to flow 120hp.

Another option if have enough room in the engine bay would be to keep the stock turbo and run the GT1241 turbo in a compound turbo setup. That way the stock turbo would run 0.8 bar / 11 psi and give you good spool. And then the GT1241 turbo would feed the stock turbo and boost another 0.8 bar / 11 psi to give a combined 130hp or maybe even a little bit more power..

Unknown said...

Hi! I just bought a 318tds from BMW. It has the 1544 turbo for an original hp of 90. I am wondering what will fit the original flange, and if not, i i would wish to achieve 150 horses, you may choose at the wheel or not, what should/can i fit?

I take into consideration ofcourse fuel pump ugrades and ecu changes.

Thanks ahead for any info!

JD said...

Hello, the 318tds with the stock Garrett GT1544 turbo should be able to make around 120hp with 1.5 bar / 22 psi boost and a good intercooler. And of course you would need the pump, ecu upgraded. However to make 150hp you would need around 1.8 bar / 26 psi boost, but the GT1544 cannot flow that much air at high boost.

The best option for 150hp would be to go with the GT1548 turbo. You would be outside the compressor map at 1.8 bar / 26 psi boost but it should be ok if you have a good intercooler to keep the air temps down. You would need to make an adapter for the BMW manifold to the T25 flange on the GT1548 turbo, and also make a new downpipe or flange for the exhaust.

Unknown said...

Thanks for this detailed answering!
Now, diesels are generally low-rev torque focused, so as a petrolhead i should rather ask you now to also suggest me something in that direction. Don't wanna blow up the engine too soon, so that 1548 sounds good, yet what is a good setup to make it get more low end power without endagering the internals? Like quick-spool enough to make it a fast machine below 3000 for exemple... Thanks a lot ;)

JD said...

Hello, the GT1548 should spool up almost as fast as the stock bmw 318tds turbo. But because the turbo is also building higher boost over stock pressures it's also going to take a little bit more time to get to full boost.

You can reduce this time however if you make stuff like boost hoses shorter or a bit smaller if possible, and also not use any bigger intercooler than necessary. You are reducing the space in the system so it takes a shorter time to fill up with boost.

Also you want as little restriction in the exhaust and on the compressor side as possible and a de-cat downpipe from the turbo will help with that, along with a good flowing air filter.

If you can modify the pump to get some more Diesel in you want there to be some black smoke to help the turbo start to spool, but you want it to be a clean burn and no black smoke after that on boost to make the most power and torque.

As for torque you are probably going to get close to 300nm with the stock setup if you run higher boost with a pump upgrade. And the engine should handle that just fine.

The rods and pistons should handle the extra torque the GT1548 turbo gives, but I don't know how good the stock block casting is on the 318tds engines. If it is weak by design worst case would be cracks in the cylinder walls if you push it too far. But you should ask someone who works on these engines how far they can go to be on the safe side.

Unknown said...

Great info thanks a lot!

Unknown said...

Hey bro ;)

I have advanced the spending of valuable cash on the renewal of the abovve discussed E36 touring project chassis.

Further i still am now getting into more detailed questions as this is my first TD project/ride.

I hope you have the excitement to explain, or to link to me maybe webistes or other where this is detailed.

Now: i see this 1548 has a wastegate. this is a noob question for sure. So is it a necessity to change this wastegate in order to control boost, or make adjustments to the original one so that this changes max boost?

I have still question on the VP34 Bosch fuel injection pump, seems to be a special something type of pump.

I noticed that the exhaust wheel of the original turbo has some resistance when trying to spin it at the touch, after i disconnected the exhaust now to start the clutch swap here. is this an indication of something being too worn or too dirty? or is this normal on an old diesel? ;p

Next to this i am hopeful. I think i will let the old 1544 sit for the technical checkup and then i might put that 1548 on.

JD said...

Hello, one of the most common and simple ways to adjust boost pressure is to bleed some of the air going to the wastegate. Either with a boost controller as seen here
https://www.turbosmart.com/wp-content/uploads/2018/10/5483.jpeg

Or use a simple t-piece on the wastegate hose to bleed some of the air that way. However that also makes a small boost leak in the system, so the turbo will also spool up a bit slower.

The other way to adjust boost that also gets faster spool times is to tighten and shorten the wastegate arm. This way takes some trial and error to get the correct boost levels, but you have no leaks in the system. And the max boost pressure is only determined by how stiff the wastegate spring inside the wastegate is rated for before the exhaust pressure starts to push the wastegate open.

If you are still losing boost pressure, then you can look into getting a high boost wastegate fitted that have an even stiffer spring installed to keep the wategate shut.

I'm not sure about the VP34 Bosch pump but you can check if these are similar

Adjusting Fuel Enrichment Screw VW Bosch VE injection pumps
https://www.youtube.com/watch?v=r2_DHKlEDv0
VE Pump Adjustment
https://www.tstproducts.com/vepumpadjustment.aspx

As for a worn turbo, because it's a journal bearing turbo, and if it's been sitting a while without oil and it's cold it could feel slow to spin. But the turbo should be able to spin around a few times by hand if everything is ok. If you can start the car and let the oil heat up, the turbine / compressor wheel should be seen spinning at idle. Otherwise take off the inlet on the turbo and look if the compressor wheel is rubbing on the inside. If it does, you need to replace the turbo journal bearings.

Unknown said...

Big thanks once again. I have found that same VE pump info too, will have to verify more on the possible similarities to the VP pump.

It is a semi electronic pump, driven by a cogwheel and chain mechanically, with a 9mm piston that pissibly can be upgraded to a 10mm piston, on which there is like no info. So thanks fir that research. I will eventually find a guy who knows what's possible for sure. Maybe on a VAG fansite...

Thx for that wastegate info. I am gonna see more lights come on here on how boost is made exactly, i mean the physics of it.
The 1548 i can find here is always grom just a Nissan Almera Tino. That is a 2.2 tdi 5-in-line engine.

You got any specs on that wastegate or any more specific info on these 1548's somewhere that might not be up here?

Example of the only type i find online: 144114U110 GT1548, 7053087 TURBO TURBOCHARGER NISSAN ALMERA TINO 2002 2.2L EIS00722247

Are all specs up here already? If not i am happy to receive an email too with some info.

Biggest of thanks again...

JD said...

Hello, you can do a 12mm head upgrade for the VP37 pumps. Ask if the VP34 use the same ECU and drive, if true it might be easier for you to switch to a VP37 instead.

There's a few different versions of the Almera turbo, but the compressor wheel and turbine size should all be similar. It's mostly the flanges that are different.

However I would try and get a GT1548 turbo with a straight wastegate fitted. That way if you need to change the wastegate in the future it will be much more simple to find a universal wastegate actuator replacement.

Like this cheap aliexpress straight universal actuator with different springs.
https://ae01.alicdn.com/kf/HTB1JdBNayLrK1Rjy1zdq6ynnpXaJ.jpg

Instead you might end up having to get a more expensive wastegate like this if you can't bend the arm or bracket to make it fit.
https://www.tiperformance.com.au/wp-content/uploads/2018/03/IWG_STI_02.jpg

toubaill said...

hello i have a kawasaki gpz 750 from 1986
the turbo is dead the gt 15 would do the trick?
Thank you

JD said...

Hello toubaill, the GT1544 should work fine, but you could also use the GT1241 if you like.

Unknown said...

Thank you for the information! I am looking to boost a 1700cc Yamaha Warrior V twin. About 90hp stock. It revs to 5000 rpm. Like a harley, but a little better flow up top. Many people boost these as they can put 200hp down with only valvesprings and supporting mods. I don't want all that. I'm looking for a solid 135 hp, non intercooled, wastegate and bov only setup. At under 1 bar of boost the stock fuel pump and injectors are sufficient. My concern is getting the absolute best turbo for a powercruiser. Boost at 2000rpm or under and not choking out at 5,000 rpm. I was thinking I could use the gt15 with the .33AR exhaust and fit my intended torque area. Essentially I don't want to lose the V twin torque band. It is such a pleasure to ride. But I want to add to it. There are two turbo kits for this bike. Each over $5500. Both use stock pumps and injectors. I am a good fabricator and see the possibilities for a simple, cheap, boost kit for these if I can get mine just right. I saw the gt12 and wondered if that would be better to get the low boost while not choking out up high, but then I read all of this and am not sure which direction to look. Do I actually want to get a higher AR number with a smaller turbo? I'd like it to be able to run flat out for a minute straight without stupid egt's. I'd appreciate the feedback

JD said...

Hello, if you stay around wastegate pressure on the GT1241 around 0.7 bar / 10 psi boost you should be around 130hp maybe 135hp and have a fast spooling setup. But indeed you might start to choke the turbo at higher rpm. With a very small turbine housing one way around this would be to use larger diameter or longer exhaust pipes going to the turbo.

This will slow down the exhaust gases and reduce the temps/pressure a bit before the turbine and helps a small turbine housing to flow a bit more at high rpms. Of course this will also hurt spool times a bit, but if you are a good fabricator you can experiment with some different lengths and pipe sizes to find the best compromise.

However if you don't have a lot of room to locate the turbo on the bike you might want to consider the GT1548 turbo also, it's got a bigger turbine but the compressor supports more air flow at lower pressures so you would be able to get a solid 135hp with around 0.5 bar / 7 psi boost. With this turbo you could instead try the opposite and use smaller size pipes or short lengths to help the bigger turbine spool faster. But I don't think it could match the GT12 for spool times.

Unknown said...

Awesome! Thank you! I think you answered my question quite succinctly.

Jeff said...

I want to boost at ery low rpm on a BMW 1.6L car engine for torque (1967), Stock is 100hp, 103 ftlbs. I was thinking GT1544v at 6-8 psi max. I will make my own exhaust manifold for it. Is the GT1544v a good match ?
Thanks, Jeff

JD said...

Hello Jeff, it looks like the GT1544v turbocharger use a smaller 31mm compressor wheel vs the "non v" Garret GT1544 turbo that use a slightly bigger 32.9mm compressor wheel.

Basically at these low 6-8 psi boost pressures, the GT1544 and GT1544v size turbos won't really flow enough air for you to see much gain in power unless you increase the boost pressure to around 1 bar / 15 psi boost. You would still make around 140hp, however if you need to stay at low boost pressures you should consider the GT1548.

With the bigger GT1548 turbocharger or a similar one that use a 37.2 mm compressor wheel, you can expect to get around 140-155 hp with 0.5 bar / 6-8 psi boost. And you could also get around 170hp with 0.7 bar / 10 psi boost with the same turbo.

If you however want the fastest spool, you can look at the GT1241 turbo. Like the GT1544 you would also need to run a bit higher boost around 0.7 bar / 10 psi boost but you should make around 130hp with that turbo.

Jeff said...

The GT1544v is a NVT and I am thinking it should spool up close to idle. Plus I will thermally barrior coat with ceramic the exhaust housing and manifold for quicker spool. How much torque gain would the GT1544v increase ?
140 hp is fine as long as it is low in rpm range. Thanks, Jeff

Jeff said...

I meant VNT.

JD said...

Hello Jeff, with the GT1544v fitted you should expect at least 130 ft-lbs torque even with low boost. And that torque should come in very quick at low rpm as the turbo starts building boost.

Of course you would need to run a bit higher boost with the GT1544v around 1 bar / 15 psi if you want to reach 140hp, that in turn will also increase the torque a bit more. In that case you should probably end up with closer to 150 ft-lbs.

Jeff said...

Thanks JD. Happy Holidays, Jeff

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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?

You would have to know someone in the maintenence department that did service on trucks or busses that had turbocharged Diesel engines at the time to buy the simple things like, clamps, hoses, gaskets, oil lines etc. Even something like an external Wastegate that are availiable almost everywhere now today you could not get your hands on. And something like real drag tires where not that common either.

But as time passed by, engine tuners got their hands on more parts, most that had the machines and tools started to make their own intercoolers, wastegates and all the parts that were hard to get and the knowledge and the tuning business took of.

Now it still took some time before engine management systems and electric fuel injection where you could really start to extract power out of engines became common and figure out how to tune the software to make that work. To start if you found someone who could tune these you would have to fork out serious doe to get everything working. Well you still might have to do that today, and serious race teams do spend alot of money to get the electrical side working right. Today there are so many more things you can do with a powerful ECU, like traction control, different boost pressures for low and high gears, launch control, shiftcut etc.. This list is very long.

But before all that came chip tuning and fuel injected 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. Just until recently where the powerfigures have really started to go up and beyond what was thought possible only a few years ago..

But what have really 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 a supercharger or N02 injection 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 cars 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

This would be the minimum for my liking if your going on a trackday or similar race day event with your tuned car.

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.