The Garrett GT22 turbocharger comes with two options on turbine housing. One 0.67 A/R and the other 0.56. Both capable of reaching 260 HP. Garrett recommends this turbo to be used on engine sizes ranging from 1700cc - 2500cc. This GT2252 turbocharger is the smaller of the GT22 family and works well down to 150 HP. The biggest GT22 turbocharger GT2259 however will give you an additional 20 HP over this one.
Model: 452187-6
CHRA: 451298-6
Bearing: Journal
Cooling: Oil
Compressor
Inducer: 40.2 mm
Exducer: 52.0 mm
Trim: 60
A/R 0.51
Turbine Option 1
Wheel: 50.3 mm
Trim: 72
A/R: 0.67
Turbine Option 2
Wheel: 50.3 mm
Trim: 72
A/R: 0.56
Wastegated
Wastegated
Oil inlet on the GT22 turbocharger is M10x1.0 and the outlet threads are M6x1.0.
The Garrett GT2252 turbocharger have no watercooling.
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/shaft | 1 | 11 |
| O ring, c/hsg | 1 | 12 |
| Bolt, c/end | 6 | 13 |
| Bolt, t/end | 4 | 16 |
Please could you help identify my turbo - I believe it is similar to this!
ReplyDeleteOn the casing of the compressor housing is:
GT22
4891639 702989-3
Googling that, shows its a GT2259s (i think) fitted to diesel trucks 3.5L making 160bhp or so.
The hot side has stampings:
BG1 (or maybe 8G1)
TW3
A/R .56
M2
I was sold the turbo on the basis it was a GT2259 that could run upto 280bhp.
Please could you help? Doesn't look like Garrett make it anymore as info hard to come by.
Cheers
Phill.
Hello Phill, about your GT22 turbo you need to remember that Diesel engines need more airflow to run. Almost twice the air is needed to make the same power as petrol engines.
ReplyDeleteSo in theory if that GT22 turbocharger you have can provide airflow for a Diesel to make 160 hp, it should be able to give you around 300-320 hp on a petrol engine.
So in short 280bhp should be possible. You can also confirm this and measure the Inducer size, that's 40.2 mm for the GT2252. If it's bigger or around the same for your GT22 turbo then you know for sure it will be able to make the power.
Cheers
JD
Please advice me is the GT22 M53 the correcttturbocharger for Mercedes Benz Vito W447 third generation 2.2cdi?
DeleteWhat turbo would u recommend 4 3rz 2.7 Toyota?
ReplyDeleteHello, the Toyota 2.7 liter 3RZ engines can use bigger turbos if you like. And they are very strong in stock form if you don't over rev them. I would look at the 62 TRIM Garrett GT2860R turbocharger or the Garrett GT2860RS (disco turbo).
ReplyDeleteBoth would give you a solid 300hp with 15 psi / 1 bar boost. Or if you push the 62 trim GT2860R to 20 psi / 1.5 bar boost you could get around 350hp. Power should start to come in around 3000rpm and hold all the way to 5-6000rpm with that setup.
If you want a bit faster spool then the Garrett GT2560R turbo is a good choice, but it being a bit smaller than the rest around 300hp is about the best you can expect with the same boost pressures.
How would this turbo fair on a 2.8 litre Toyota old school diesel? Hoping to run 7-10 psi
ReplyDeleteHello joshicraney22, if it's the 2.8 Toyota L type engines then you should be able to get around 150-170hp with this turbo and boost pressures levels around 7-10 psi.
ReplyDeleteWHi, what is the best turbo would you recommend for a bmw 530d (diesel) 2004 mod estate?
ReplyDeleteThanks
I am looking to set up a small twin turbo setup on a Ford 4.6l 32v modular motor. Goals are ~7 PSI and ~500 HP with boost building as early as possible. Airflow should be ~50lb/min.
ReplyDeleteThe GT2252 seems to fit the bill, unless I am missing something in my calculations. Any input on this sizing or suggestion for better alternative?
Hello Robert, the GT2252 would be a good turbo and give you the air flow you need with 7 psi boost. Another turbocharger you can look at is the GT2056, this one have a little bit smaller 47mm turbine housing vs the 50.3mm housing the GT2252 have, so it will give you a bit faster spool and still give you the air flow you need at around 7 psi boost.
ReplyDeleteHowever on bigger engines if you are looking more for top end power and have a high revving engine then it's better to go with a bit bigger turbine housing because a small turbine housing might start to restrict the exhaust flow at higher rpms.
Hi. My wastegate actuator rod length has been fiddled with and I want to set it back to stick. What's factory pree load on this model?
ReplyDeleteHello, the best way to set the actuator rod is to undo the nut on the arm so everything is lose, take off the actuator clip (careful not to lose the clip, but if you do manage to drop it you can use a piece of steel / copper wire to secure the arm again)
ReplyDeleteAdjust the actuator arm length by hand so that you can without much effort remove it and put it back on the wastegate linkage. At this point the turbocharger should only be able to make a few psi boost. So now you can shorten the actuator by a turn or two so you barely can by hand get it onto the linkage to reach the stock boost levels.
However the best and correct way to do this adjustment would be with a boost gauge fitted, that is the only real way to know what boost you are getting. But if you don't have one then this is a quick way to get close to stock boost levels.
Hello, I think the MB Vito W447 engine use a BorgWarner turbo and not Garrett. Some of the new Vito engines also have a combined twin turbo setup. It's two small BorgWarner turbos that have a shared turbine housing with the pressure side of the compressor housing joined. If this is the case then you should see the part number A651090168 and BorgWarner on a blue label located at the end of the turbo compressor boost pipe. If you follow the intercooler boost hose you can see the label on the turbo.
ReplyDeleteBonjour un gt22 et il bon pour une 306 2.0L HDI
ReplyDeleteHello, for the 306 2.0l HDI I would go with the GT2056 instead.
ReplyDeleteHi, which is bigger turbo for my td27 engine garrett tb2557 or garrett gt22
ReplyDeleteHello Diesel dave, the TB2557 turbocharger have a 39,65mm compressor inducer and use a 53mm turbine wheel. The GT2252 turbo almost the same, however it's got a little bit bigger compressor wheel with 40,2mm inducer and have a 50,3mm turbine wheel. So they are very similar however the GT2252 would give you a bit more power due to the slight bigger compressor, but also give you a bit faster spool times due to the smaller turbine housing used.
ReplyDeleteThanks for your reply, would not be worth changing to that turbo then, how about changing from tb2557 to gt2860?
DeleteHello dave, the GT28 turbos all have the same 53,9mm size turbine housings also, but the bigger 47,2mm compressor on the GT2860R turbo would probably give you +100hp over your stock turbo setup. The biggest advantage the GT2860R have over the TB2557 and GT22 turbos is the ball bearings used, so spool times even with the bigger compressor will be similar to the stock turbo.
ReplyDeleteMake sure you don't get the GT2860R turbo with the 44,6mm compressor as it won't give much more power over stock turbo setup. You can look at the GT2859R that have a 44,5mm compressor also but you won't get much more power from that turbo either over stock, it's advantage is the improved spool times only.
Thank you for your input. Lastly If you were to suggest a turbo for a td27 with a tuned boost compensated injector pump what would it be. Thanks again td27 is a 2.7 diesel nissan engine for referance
ReplyDeleteHello dave, if you are not going with any bigger injectors and only a tuned injector pump then I would suggest the ball bearing GT2859R turbo that have the 44,5mm compressor. It is more efficient at higher boost pressures around 2 bar / 30 psi. It should be good for another +40hp over stock setup.
ReplyDeleteYou can also look into the newer VNT-turbos that Garrett have, however they have a very strict policy and don't let you repair or buy spare parts for those and are only sold as complete units.
I just found your blog, really nice to see someone with experiance answer direct questions, great job! In that respect I'm looking at adding a turbo to a 2000cc air cooled VW engine that I'm building for my 1800lb street kit car (Laser 197). I've done all the chassis, brake, and suspension mods 1st so as to prepare the car for increased performance. Here is what I've added to the engine. Web Camshaft 86 grind (warm street) good for up to 5500RPM. 8.5/1 forged pistons. Matched the ports in the heads and the intake manifolds by myself. Carbs are 2 X 2bbl. 40mm down draft HPMX carbs. Ideally I'd like to have boost come in at a really low RPM so as to give it a real kick driving around on the street. Would you recommend the GT28 for my application? Thanks!
ReplyDeleteHello, the air cooled VW engines normally spool turbos very well probably due to the bigger piston design among other things. If you go with the smaller turbine GT2854R turbo you might get it to spool around 3000rpm. But still if you are going to stick with a carb setup you might have a hard time getting the fuel mixture right, so that might hurt spool times a bit.
ReplyDeleteIdeally you want to use smaller carbs or use small chokes on a turbo setup to help keep the speed of the airflow high so that the fuel atomizes better.
Hello. I have an Isuzu 4JB1 with a Garrett GT22, 736210-000, A/R .42 M24 turbo. What would an upgrade to this be?
ReplyDeleteHello AJ, if you only want a small boost in power like 20hp then a non VNT upgrade would be to go with the GT2259 turbo that have a 42.8mm inducer.
ReplyDeleteHowever if you can find the 42.5mm inducer Garrett GT2360V turbo from Renault or Nissan you would get around the same +20hp, but better or similar spool to what you have now.
For more power the 44.4mm GT2359V turbo from MB should give you +30-40hp and still give you good spool.
Hi¡ could you please recommend me a turbo for a vw up 1.0 engine. Original is natural aspirated. Thanks¡
ReplyDeleteHello, for the Volkswagen Up engine the Garrett GT1241 turbo would be a good choice. You should get around 100hp with 0.5 bar / 7 psi boost. And with the same turbo setup you could push it to 130hp with 1 bar / 15 psi boost.
ReplyDeleteThe high compression ratio of 10.5:1 or 11.0:1 on some Up engines makes it important you have a good intercooler fitted even if you run low boost. If you want to run high boost and make 130 hp then I would also switch over to E85 fuel to be on the safe side.
JD, I have a stroked Toyota 22re (2.5L) and I am looking for low/mid-range power. I am looking at the GT2252 and GT2554 and am more concerned with quick spool and efficiency around 25000 rpm (about 12-15lbs of air/min). Would either of the meet the needs of efficiency towards to lower pressure ranges (6-9psig @ 5k altitude). Any recommendations?
ReplyDeleteHello, for a 2.5l Toyota 22re both the GT2252 and GT2554 are good choices. But I would go with the GT2554 turbo if quick spool and low boost is most important to you. The GT2554 does have a slightly smaller turbine housing AR and you have the Dual Ball Bearings that are going to help the turbo spool up quick and be more responsive between gears.
ReplyDeleteHowever if you want to run higher boost and have a high revving engine then the GT2252 would be the better option, but you would also have less low end power due to the Journal Bearings and better flowing turbine housing.
Hi JD!
ReplyDeleteI have a BMW 330D E92 180Kw 2010
I have updated the engine management with BSR so today I will have 220Kw
At the same time as I bought this tune, I also upgraded IC from Wagner tuning model adapted IC (Intercooler)
Today I ordered an original turbo (GT22V) which I intend to make into a Hybrid turbo.
They talk about how they can increase efficiency by 20% from the original turbo.
Do you think that sounds reasonable?
I have not made any other mod modifications to the engine.
So DPF etc etc is still std
How much power increase with a Hybrid Turbo for my setup is reasonable to expect.
Thanks for a super good blog!
Hello RS, you should be able to get around 250kw with the current setup and a good tune. And yes if you also make the GT22V turbo into a hybrid turbo similar to a GT2365V turbo you should get around 300kw, and that is a 20% increase in power.
ReplyDeleteHi DJ!
ReplyDeleteOk it was a little surprise.
Namely, I have been worried that the current set up is turbo-wise.
began to be already more or less on the verge of being effective.
Because how is it!
The closer you are to what the limit is for what a turbo unit / compressor can deliver efficiently, the more heat is also generated.
So that's why I bought and sent in to get a Hybrid turbo made.
But perhaps now in retrospect it was unnecessary.
With the tuning setup that I had intended to settle for.
Would larger diffusers make a difference in the current situation?
Without, of course, killing DPF prematurely
What turbo would you have chosen?
ReplyDeleteFor the setup I have chosen to run.
But gives more effect than the original.
But is still pug and play
JD said...
ReplyDeleteHello RS, you should be able to get around 250kw with the current setup and a good tune. And yes if you also make the GT22V turbo into a hybrid turbo similar to a GT2365V turbo you should get around 300kw, and that is a 20% increase in power.
Who would you recommend for do that kind of tune? ( With DPF installed )?
Send me a email if you don´t want to say it here
would really like to get out all the ponnys without brick the engine
Hello RS, don't know about DPF but Celtic Tuning seem to be able to get around 340bhp/250kw with their stage 1 tune. So there is no need to change to a bigger turbo if you are happy with that.
ReplyDeletehttps://www.celtictuning.co.uk/services/bmw/3-series-e9x-2005-2011/diesel/330d-241-bhp-2009-2011-ECU-remap-chiptuning/stage-1#t3-content
But you are right that at this power level with stock turbo you are at the limit. So a good intercooler is needed to keep the temps under control, otherwise on hot day you might be down on power.
The GT2365V is a popular turbo and is a good choice to get around 300kw/+700nm and still have good spool. However you should also be aware that at this power level, with over 700nm torque you run the risk of damaging the gearbox.
Looking to turbo my 2003 Honda civic with the 1.7l engine....would REALLY like to go twin turbo for the cool factor. I'll be making my own header, downpipe, etc so not worried about it being more complicated. My goal is 200whp and quick spool for a peppy daily driver. Not worried about max power, but as of now I'll be forced to stick around 8-12 psi. I know this gt2259 would be great as a single setup, but would you recommend your opinion of the best single turbo? What about 2 gt15 turbos? Will they get me anywhere close to my goals? Wouldn't mind dealing with 3-3500 rpm spool if it meant I coukd use twins. Thanks for all that you've done on this site!
ReplyDeleteOr what about two gt12?
DeleteHello, well for 200whp if your Honda engine is otherwise stock you need to aim for 0.9bar / 13psi boost. If you want to go with a hybrid turbo you could do a GT1548 with a 41mm billet wheel. You could push that setup to around 220whp with 1.1bar / 16psi boost if possible and still have a quick spooling engine. If you like the idea of twin turbo you should consider doing a compound turbo setup similar to UniqueBoost on youtube.
ReplyDeleteTwin Turbo Honda S2000 -Compound Turbo S2000 https://www.youtube.com/watch?v=g4zn3hZQhU8
Then you could combine a GT12 turbo with a GT22. However you would need to also fit a turbo bypass valve to the setup because the GT12 won't be able to flow the necessary air to get to 200whp and would become restrictive in that setup.
This comment has been removed by the author.
ReplyDeleteHi, JD,
ReplyDeleteI hope you can help me to clear couple of things. :)
Long story short: The plan is to turbocharge a mk3 Toyota mr2 with the stock 1.8 1ZZ engine.
The existing setups seen on forums mostly use gt2560R or gt2860R (or similar) turbos, but to be honest I think they are too large, especially for the goals what I'm after: a relative safe low boost (6-10 psi max) to achieve 200-220 hp with the smoothest power delivery possible (so minimal lag for driveability).
According to my calculations I'd need about 23lb/min air delivered at 7 psi and roughly 26lb/min if I go to 10 psi.
After checking the compressor maps I'm a bit confused: GT2560R could be ok, but the smaller GT2554R seems to be too small for that.
On the other hand if I go for a smaller turbine, GT2056 and GT2252 seems to be also ok, but I don't get why. Why the GT2056 seems to be more out of range than the GT2252? GT2056 has bigger compressor so it should be able to deliver more air easily doesn't it? Same with the GT2554R which also has larger compressor than the GT2252 and still, it is out of range when the GT2252 is not. How's it possible, what am I seeing or calculating wrong?
Other part of my question: if I go lower than GT25 series (GT22 or GT20), can the reduced size of the turbine cause too much backpressure on the 1.8 engine at this boost level?
Which one would you recommend to my goals? Which turbo is the happiest at this boost level?
Thanks!
Hello Zoltan, you are right about the larger compressor wheels should deliver more air. However due to the blade design and exducer sizes of the wheels this is what makes the difference. If you look at the GT2056 with the 41.5mm inducer wheel you can also see that the wheel also have a much bigger 56mm exducer design. This helps the overall air flow and also helps give it a higher pressure ratio over the other turbos.
ReplyDeleteThe GT2554R should flow more only looking at the 42.1 mm inducer, but with a smaller 54.3 mm exducer and blade design more focused on low pressures it can't quite make it in the air flow department.
With the 1.8 liter engine you should be good with backpressure if you are only looking at running around 10 psi boost. Keep in mind the GT22 and GT20 turbos are journal bearing so for the fastest spool times the GT2554R should be the overall better option. However if you can find a GT2056 turbo it should also come close in spool times due to the smaller turbine housing used.
Hi JD,
ReplyDeleteThanks for the advice, it's really useful.
So a proper GT2056 could be the best solution on a budget. Maybe from an Iveco Daily? Although those are diesels, I don't know if that could be a problem. What do you think?
How about a TD04L-13T from a Subaru WRX/Forester as an alternative? They seem to have very similar parameters as the GT2056. The only problem is that they have different flange than T25 (but that could be sorted if neccessary, it's just not plug-n-play:)).
Or a TD04HL-15T from a Saab? Or is that too big? Would that be too laggy?
Hello Zoltan, if you can find an Iveco GT2056 turbo and also can check that it's got the same size turbine/compressor wheels fitted then there should not be any problems. You could use the TD04L-13T also however stay away from the TD04HL-15T turbo if you want early spool, the 15G/15T turbos have big turbines and it makes them slow to spool on smaller engines. You won't have full boost until 3.8 - 4000rpm with the 15T/15G.
ReplyDeleteTD27 with possible upgrade to BD30 or qd32.
ReplyDeleteI've read that a GT2056 has pushed 30psi thru 2.5" FMIC plumbing without being laggy. (Cool, not sure if I will go that high but maybe... also thinking W2A.)
But the GT2252 is also rated at the same 260HP. I'm aware that it has larger turbine and smaller compressor. But how do they compare performance wise? On either one I might go with a 6+6 billet wheel.
Update: I just read this: https://www.offroadexpress.kiwi/Forums/viewtopic.php?f=46&t=46115
ReplyDeleteAnd it has me thinking the GT2252 might be the better option if I want to avoid that problem?
Hello, because you have a pretty large 2.7 liter TD27 engine you might run into surge with the smaller GT2056 especially if you also want to upgrade to a 6+6 billet wheel. And if not surge you should expect to lose some top end power due to the smaller turbine at higher rpms anyway. The larger GT2256 turbine would help with this and you won't lose as much top end power at high rpms with a bigger turbine.
ReplyDeleteA good rule of thumb when doing hybrid turbos is to try and keep the compressor wheel inducer size and turbine wheel sizes around the same size. That way you make sure the air going in also can escape without much restriction.
Hi man!!
ReplyDeleteMy Subaru Levorg fb16dit engine runs the garrett mgt1549s with 170hp and 250nm torque.
His big brother, the 15wrx with the fa20dit runs the garrett mgt2259s, both turbochargers are twinscroll.
I wish upgrade my car and reach about 240hp and 320nm with low spool. The Subaru is my daily and i drive 50/50 city/highway, so that i prefer low and mid power. I do not know if i should buy the mgt2259s or make a hybrid turbo from my oem turbocharger... In this case, which hybrid??
What is your advise??
Thanks in advance, you are really useful.
Hello Tommy, with the stock mgt1549s turbo you should be able to push around 200hp if you do a remap with around 1-1.2 bar / 14-17 psi boost. But that is the limit of what you can get out of the mgt1549s turbo. If you want more power the mgt2259s turbo would be a good option also. But you would need around 1.4 bar / 20 psi boost to get around 240hp.
ReplyDeleteI’m not sure the on the A/R size but it looks like the mgt2259s turbine is about twice the size of the mgt1549s so you will have more turbo lag with the bigger turbo. My advice is to try and get a good remap first with the stock turbo and then decide if you want to do an upgrade to get 40hp more with some added turbo lag.
If you want to build a hybrid then a compromise between the two would be the gt2052 that have the smaller 0.50 A/R turbine housing. And then use the gt2252 compressor housing or a similar size 40mm inducer compressor.
Thanks by your fast answer!
DeleteI wish a little more than 200hp, however, a local turbocharger specialist said to me that the mgt1549s could be hybrid to 1852 but no bigger...
I like twinscroll, can be the gt2052 twinscroll??
Many thanks, i will follow your advices 🔝🔝🔝