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.
80 comments:
I have a question. I can use a gt2259 in a 14b 3.7L toyota land cruise fj40 ?
Hi Arnaldo, Yes the Garrett GT22 should work well with the 3.7 liter 14b Diesel engine. But be aware that because it's an Diesel engine the GT2259 turbocharger is only going to be good for around 125hp at 1.6bar boost max.
How much bigger of a turbo can you swap on a 2015 subaru wrx with stock internals or is there a way to create more boost with the Garrett MGT2259S that is already installed?
Hi for the Subaru engine and the MGT2259S Garrett turbocharger, you could probably get a bit more boost fitting a boost controller and with a good tune and with 20psi / 1.5bar boost the GT22 turbo should give you around 270hp.
That said, there are also billet upgrade compressor wheels that you can fit for the GT15 - GT25 turbos from aftermarket dealers like mambatek. These billet wheels are 49.62 mm and this should give you close to 400hp with the upgraded stock turbo. You would need the stock compressor cover machined from the 42.8 mm inducer size to fit the bigger billet wheel but any good local machine shop should be able to do it.
I am looking at these imported GT22s
http://www.buyturbocharger.com/index.php?main_page=product_info&cPath=820_821&products_id=292
The part numbers cannot be found on google other than the few adds that are similar. Do you know anything about them? Oil cooled center (if reliable) and cheap price are both attractive. Apparently they come on a Nissan that is sold in China and are made by Garrett in China.
Hello, I'm not familiar with TurboPark so I can't really give much advice on that particular chinese turbo. But I would say that for the most part the Chinese made turbochargers have come a long way since they first started to pop up. And if you can confirm that the turbocharger use Garrett seals and bearings or that it can be rebuilt with Garrett bearings then it should be just as reliable as any other turbo.
Years ago China did a very poor job at copying turbochargers, like compressor covers that were cast in two pieces and then glued together, the instance the turbo made boost it blew the compressor cover in half.. But today it seems like they have started to learn from their mistakes. And the machines now used making the turbochargers are the same as what Garrett or Holset or any other turbo manufacturer use.
If you still don't like the idea of buying a chinese turbocharger but want to save some money then getting a used Garrett turbo instead is the next best thing. However if it needs a rebuild then expect it to be rebuilt with chinese parts because most journal turbo rebuild kits are sold from China.
Now when it comes to ball bearing turbochargers made in china I would not thrust these yet, these types of turbochargers are so new that China have not caught up yet. If they don't use Garrett ball bearings however then they should be fine. But if they don't and they use their own chinese ball bearings then they might fail.
Hi there quick question what's the best bolt on garrett turbo for a 1.6l car (Lancer cs3) aiming for 300-400hp if possible
Mods
Low comp piston
Forged conrod
Cam 272
High performance fuel pump
Fuel regulator
Oil cooler
Performance valve spring
Sorry to sound so noob, coz I am.😬
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 turbocharger in the link http://turbochargerspecs.blogspot.com/2013/02/garrett-gt28rs-gt2860rs-62-trim-360-hp.html
Thanks man really appreciate it
Hey!
Im thinking about upgrading my ML270cdi.
What turbo do i want to use aiming at 280-300hp?
Hello Tom, I think your best bet is trying to find a ML 320 CDI turbocharger, those seem to be able to support around 280hp max.
Do not mix up the Garrett labels like GT2259 with GTB VNT turbochargers because they do not share the same exhaust housings, flanges, wastegates etc..
The Garrett GTB2260 turbocharger will give you 250-260hp and you can push them to 280hp. There are also some hybrids that can give you over 300hp like the GTB2260VKLR that use Audi exhaust housings.
I think easiest option will have to be the 320cdi turbocharger. Is that the one called gt2369v? I read somewhere that these fits bolt on with the om612?
Is there anything else i should upgrade, like hp pump, maf sensor?
This ML are going to be a daily driver... Do you think there is any problem with that?
Hi Tom, I think it's the GT2359v that should be on the 320cdi engine but I'm not sure, because I see that on some engines they even have the GT2056v turbochargers.
So you really need to check and see what you have fitted so you get the right flanges etc.
With a chip alone these engines get 200-220hp and the fuel consumtion goes down. Not sure about the pump, but above 220hp the most common upgrade to get 250hp is to get AMG or Bosio nozzles fitted.
So the turbo and some bigger nozzles is what I would do first to get 250hp. The gearbox if it's a manual won't like much over 250hp so most people stay at this level. But it depends on the torque, the ML270 should hold up to 680nm. If it's an automatic then it should be fine.
I'm trying to run EWGs on this turbo. Is there a way to stop the internal wastegate on the turbo if necessary?
I have now removed the swirl flaps in the inlet manifold and plugged the holes. My problem now is finding somewhere i can get the nozzles you mentioned. Any chance you can guide me in the right direction?
Hello Tom,
I think the correct injectors/nozzles should be the C30 AMG ones. It is possible to use C30 AMG nozzles fitted to your current injectors, but the flow of the injectors should be checked then. It should give you the extra flow needed for what you need however if that is not enough then you can also have them reshimmed as seen in this short video www.youtube.com/watch?v=CTxTdvCjl-0
If you want over 300hp in the future then the best thing would be to go with a set of C30 AMG injectors and upgrade the pump to a 400cdi and 4bar map sensor. And a GT2359 hybrid turbo with bigger compressor would have you making around 350hp.
Hi David, some people weld the internal wastegate shut, but if you don't want to do that because there is a risk of cracking you can lock the arm or put a little tack weld on the outside so the arm won't move and open.
If you don't have a welder you can also put a strong spring or tube over the wastegate rod so it locks in place.
JD,
I have a 2013 Harley Davidson that has had a TRASK turbo on it for 20,000 plus miles I recently sent the motor in and had it built pretty stout. The turbo they use is what they call a "modified GT22" and from what I can gather its a GT2252 (Totally guessing) but I waould like to see if there is a way to get a little more out of the motor. If my guess is correct and they are using a GT2252 would, should or can I put a GT2259 on it. Or what would you recommend? Would it just be the way its mounted that makes it "modified" and what would be the best way to go when wanting to get a little more out of it. Im running about 180ish horsepower and about the same torque...Id like to just be at the 200 or so...Im not looking to go crazy but just add a little more for more top end. Any ideas or help are appreciated.
Thank you
Troy
Hi Tory, from what I can tell both turbochargers should give you 200hp around 15 psi boost. That's if your engine can handle that boost and the heads and cams can flow, not sure what compression you have now and if you have an intercooler fitted. But most people though can run 15 psi boost without an intercooler if they are running on E85 fuel. If not done already going E85 is probably easier if it's available than doing either water methanol injection, or fitting an intercooler.
That said the Garret GT2259 and GT2252 turbochargers are very similar, both come with either the same A/R 0.56 or 0.67 turbine housings (the 0.67 housing flow a bit more). But the GT2259 comes with a bigger 42.8 mm inducer vs the GT2252 that have a 40.2 mm inducer.
You should be able to swap the turbos without any modifications, if that "modified GT22" they have fitted isn't different in some way.
Now another turbocharger to consider is the Garrett GT2554R it's 42.1 mm inducer is smaller than the GT2259 but the larger 53mm exducer gives it a little better top end, it might spool a bit slower due to the bigger turbine however because the GT2554r is a ball bearing turbocharger there should not be that much difference in spool, and it might even help keep the boost up during shifts better also.
Do you have a archive for 85 dyna 1340 Turbo size and min to max safe boost levels I enjoy the sound of a turbo and am looming to pull good and hard on mountain grades also timing and jetting thank you for offering your knowledge to us that dont know
Hi Mike, I would try and keep boost around 10 psi max if you are running 8:1 compression, and a smaller turbo like the GT1548 turbo or similar size would give more low end power.
You would need to back off the ignition 7-10 degrees once boost comes in to around 25 with these engines to avoid knock.
Easiest way to would be to use a Hobbs switch that is boost activated, and run the signal to something like a DYNA 2000i Digital Ignition. That way you can have 30-35 degrees ignition before the turbo kicks in and have the 2000i programmed to take it down to 25 degrees once on boost.
As for fuel the Keihin CV 40 carbs are easy to work with, so you might want to consider that or check out the
Thunder PowerJet https://thunderproducts.com/product/thunder-powerjet/
PowerJets can be fitted to most carburetors and they work with turbos, and are quick and easy to adjust.
Bonjour j'ai une bmw e36 325tds reprog 170 que puis-je mettre comme turbo je vise les 230-250hp merci
Bonjour Walid, you would need something like a Garrett GT2860R turbocharger (62 trim 60mm) or Garrett GT2560R to get around 220-230hp on your Diesel 325td
http://turbochargerspecs.blogspot.com/2011/07/garrett-gt28r-gt2860r-62-trim-360-hp.html
To get 250hp+ you might want to look at something even bigger like the Garrett GT32 turbocharger
325tds, garret gt32 dyno test
202kw@4160rpm 489nm@3840
www.youtube.com/watch?v=Ae4Jdrih1MY
Also you need to be careful when tuning the 325td engines because they can crack the cylinder head if you run too much boost.
Hi, my brother and I both have 1.8 miata's, he wants boost on the high end 4k up, drag racing and what not. Where as I'd like to get boost at at 2-3k rpm. I don't really care if it runs out of boost on the top end as I won't be going above 5k rpm. What do you recommend for the both of us? Thanks
Hi Jack, for your brother both the Garrett GT2860R and GT3071R turbochargers will be good for drag racing. With the GT28 turbo expect to see full torque by 3.5k-4k and power should be flat all the way to 7000rpm. The GT2860RS is also very similar to the GT2860R. The slightly larger GT3071R is only going to be a tiny bit slower to spool (around 4.5k rpm full boost) but give even more power and is more suited for high boost than the GT28R turbos.
For you Jack, the GT2052 turbo would probably be best for you, it's going to give you full boost around 2.5-3k rpm and then the power will start to drop off after 5000rpm, but you would still be able to take it to 6500rpm no problem. You could also look into the GT1548 turbocharger, it would spool faster due to the smaller turbine wheel but I think the compressor map is a bit too narrow for a 1.8 liter engine and the GT2052 would be the better option.
The topic you all are speaking of is bitchen just sayin I would like to ask i have a harley Dyna wide glide stock i want to increase volumetric efficiency and more horse to pull my heavy ass up hills and fuel efficiency to run farther what size is decent i have a GT 17 A/R .50 or GT 17 A/R 52 thanks mike
Hi Mike, the GT17 turbocharger is most commonly found on Saab. It was mainly made to be used as a low pressure turbocharger to give a small boost in power with quick response. It's making 185hp stock around 7-10 psi but rated to around 245hp max, however due to it being a low pressure turbo it is recommended to not go past 200hp for longetivity. I would go with the smaller a/r turbo on your bike to get the best low end and mid range power.
Howdy, I have a GT2259 installed and ready to be mapped on a Peugeot 106 GTi (1.6 16v). It is running wastegate pressure of 7psi at the moment, I am unsure on it's current power.
What can I realistically expect to achieve, or be near, when on the dyno - 280bhp?
If my calcuations are correct, to reach 280bhp it would be running over 30psi?
Everything else is in place (fuelling, exhaust, cooling & inlet cooling).
Hello Captain, considering the base Peugeot 1.6l 16V 106 GTi engine is around 118hp. With 7psi boost it should be around 175hp as it is. You would need 20 psi to get a solid 280hp, but it really depends on how well the engine responds to boost, it can be less or a bit more boost than that. If everything is right you could almost make 295hp with 22psi boost but that is really maxing out the turbo, and it all comes down to efficiency.
If however you have the Non GTi version of the engine that is making 88hp stock, then yes you would need 30psi boost to make 280hp.
Good luck on the dyno.
Merci beaucoup et celà sans toucher à rien d'autre !
Hello to all.
I have an gt2259 turbo from mitsubishi engine. Already mesured compressor wheel and turbine. In fact compressor inducer is around 42mm and exducer is around 60mm. Compressor cover shows a/r .42. The turbine is quite interesting. It show a/r 48, but the very interesting part are the measurements. Turbine inducer is 60mm and turbine exducer is 50mm. I like the size og this turbo and i am planning to install it in a bmw 95 m3 us spec. 10.5:1 compression 3 liters engine. I am seeking in between 320 to 360 wheel horse power for all around driving. Can you guys give some advice on this setup, will it be possible. Wastegate is Tial 38mm 8.7 psi. Thanks and best regards.
Hello Vil, the GT2259 would be a good turbo if you wanted to improve the low end power of the engine because it would come on boost quick. However the GT2259 is too small to get to the power level you are after. Because you have a 3 liter engine I would instead be looking at something in the Garret GT28 or even GT30 range.
These bigger turbochargers will be able to flow the power you are after even with low boost. And that would be better for your setup because of the 10.5:1 compression ratio the M3 engines are running. If your engine is stock and not ported you should be getting around 350-400whp at around 7-8 psi with the Garrett GT3071R turbocharger. And it should still be a good daily driver with that turbo.
Got it. What about changing the compressor wheel. Mamba is selling 46 mm inducer 60 mm exducer wheel. What can i expect with gt2259 stock and modified gt2259, talking about wheel horse power.
Hello Vil, the 46mm compressor wheel upgrade would be the same size as what the Garrett GT2560R turbocharger uses, so with that installed you would be looking at around 300whp. With the stock GT2259 it would not give you any peak power gains over what the stock engine is already producing, if anything the GT2259 would only give you more low end torque. So instead of having peak torque at around 4-5000rpm you have it at 2000rpm with the turbo.
If we compare engines, the 3 liter twin turbo Toyota Supra stock from the factory have CT26 turbos. These CT26 turbochargers have 44.5mm inducers, larger than a single stock GT2259 and can give more than twice the air flow together. There is a reason Toyota fitted twin 44.5mm turbos to the engine, because a small single turbo would only have chocked that engine.
So if you really want to use the stock GT2259 turbo I would advice you to either buy another GT2259 and make it twin turbo (400whp). Go with the single turbo 46mm compressor (300whp), twin 46mm turbos (600whp). Or get a bigger single GT30 turbocharger (400whp).
Thanks JD good advice!
What do you suggest for a Nissan td27t? I was thinking a gt22 would work well?
The original turbo is a HT12-7.
The td27t is a 2.7 diesel engine.
Hi JD love youre work and knowledge on turbo chargers..ive got a garret gt2256v in my 2.7 jeep crd 02 model..recently the injectors and high pressure pump was overhauled by bosch but the smoking problem still remains ive pulled the intercooler pipes on both ends and found oil inside could this be because of turbo failure or something else ..the jeep does have 324000km on
Regards Tiny
Hello JD it's Vil again. JD as i mention i have a gt2259 turbo 60mm turbine inducer 50mm turbine exducer. I Was reading in garrett catalog the whole gt28 line UP has 54mm turbine inducer 47mm turbine exducer. Such values make me think gt2259 Is less restrictive. Do you have some info on that and how both turbos handle the exhaust gases.
Hello, Mattia sorry for the late reply. The GT22 should work, depends on if you want some more power. If you are only replacing the turbo then a GT22 would work or if you can find a Garrett GT2056 that would also be similar.
Hello Tiny, if the engine is smoking and showing oil in the intercooler pipes / exhaust downpipe then this could be caused by a clogged crankcase ventilation. The high pressure inside the crankcase causes oil to escape through the turbo oil seals, and you get a smokey engine. So check the ventilation and all the pipes, vents and the PCV valve if there is one fitted. If you still have problems you can add a crankcase breather or valve cover breather.
Now if the piston rings are very worn then there is a chance there is piston ring blow-by and that also can cause the same build up in crankcase pressure.
Hello Vil, that is true by looking at the numbers, however the GT28 turbochargers come in different A/R turbine housings. If you look at the GT2871R exhaust flow chart, even the smallest A/R turbine flow 15 LB/min. And the most common 0.64 A/R turbine housing flow around 16-17 LB/min.
Now if you take a look at the GT2259 turbine flow chart you see that it flows 14 LB/min at a 2.5 pressure ratio. So even though the GT2259 have a "bigger" housing exducer it won't flow as much.
The reason for the GT28 turbo flowing more on the exhaust has to do with how the GT28 turbine housing and wheel is designed. Like less angle and thickness on the turbine blades to allow more exhaust to pass.
I have a BRZ... 2.0L 12.5:1 compression ratio, 7250rpm redline.
Friend of mine gave me a MGT2259S turbo off his 15+wrx. I'm considering putting that on the brz with a custom manifold/downpipe, wanting to run only 8, maybe 10psu MAX out of this turbo for spool/response purposes. Would like 280-300whp, but I'm more interested in my torque mumbers tbh.
However I would still like to be able to use all 7000RPM if possible... Will I have issues using the GARRETT MGT2259S (twin scroll) turbocharger for my stated goals?
I don't want to use a 2860 for spool/response purposes. Thanks!
Hello, because the BRZ GT86 engines have a very high 12.5:1 compression from factory you are somewhat limited on how much boost you can run. If you can run on E85 fuel then this would not be a problem but I guess you want to run on pump fuel.
However because the engine already have around 200hp it also means you don't need to run very high boost pressure to get to the power you want. But still this is a small turbo for this type of engine and the engine almost wants more air at these low boost levels. But I would say around 8 psi you would be looking at around 260whp. And you would still be able to pull the engine to over 7000rpm. It should be a fun car to drive when you are done.
Hi JD got my gt2256v checked out as i felt play on the turboshaft they installed a kit on it and said it it like new now but i still feel play on it what is the play suppose to be?
Hello thinus, if the turbo journal bearings are new you should still feel some play in the shaft. Once the oil pressure builds up this is what centers the compressor wheel. With a 0.1 - 0.2mm play you can still feel this with your fingers and think something would be wrong, but it's still OK due to the lack of oil pressure.
Generally the maximum allowed shaft play (in and out) is around 0.20 mm. And maximum side to side play around 0.5 - 0.55 mm. So a new rebuilt turbo should have a bit less than this.
Please note these tolerances are different for different turbochargers due to their compressor wheel size, shaft dimensions, bearings etc.
But the important thing is that when you check and move the shaft with your fingers, the compressor wheel can't touch the sides or rub the compressor housing. The compressor wheel must be able to spin free. If the compressor wheel is able to do that you should be fine.
Your reply to me on the 3rd March 2018 was spot on.
I ran 274bhp at the fly with 18 or 19psi.
Many thanks!
Hey there .. I have a 2006 Mercedes CDI ... The Stock Turbo is the Garrett M53 GT2052 .. The engine makes 200hp at 1.45 BAR ? after a TUNE the engine makes .. 259HP 421TQ with stock equipment . My question is If I went with a Turbo Upgrade such as the Garrett GT2259 Would I be able to hit 300hp or mid 300hp? The stock inducer is 36.1mm the 2259 is 42.8mm
https://idpartsblog.com/2017/06/07/e320-cdi-chip-tuning-options/
Hi, you might be able get close to 300hp but the turbo would be way outside the efficiency range and have excessive wear.
The issue with the GT2259 even though it's a bigger turbo than the GT2052 is that you would still need around 1.8 bar boost to hit 300hp on your engine. And the GT2259 will struggle to flow the air needed at those boost levels.
The Garrett GT2056 turbocharger would be a better option because it can support over 2 bar boost and still be efficient. With the GT2056 you can get closer to 300hp.
http://turbochargerspecs.blogspot.com/2011/02/garrett-gt20-gt2056-55-trim-260-hp.html
The only other turbo that can do this without excessive wear, be able to flow enough air, and still be inside the compressor map efficiency at the higher 1.8 bar boost levels for your engine to hit 300hp would be the GT2860R 62 trim turbo.
http://turbochargerspecs.blogspot.com/2011/07/garrett-gt28r-gt2860r-62-trim-360-hp.html
I am confused is the GT2056 Smaller ? I am thinking of running 2 Bar or close to it . IF i wanted SOLID 350 HP numbers is the Disco Potato MY only option ? All the Turbos cost the same I notice so trying to get best bang for my buck .... Would large cummings diesel turbo work as well ?
https://www.ebay.com/itm/Garrett-Turbo-Used-05-5-2007-Ford-Powerstroke-Diesel-6-0-F250-F350-F450-F550/232843040669?rt=nc&_trkparms=aid%3D222007%26algo%3DSIM.MBE%26ao%3D2%26asc%3D52885%26meid%3D03a2b2f5844f4ca5951cbe1c67b784fb%26pid%3D100005%26rk%3D1%26rkt%3D12%26sd%3D323222218264%26itm%3D232843040669&_trksid=p2047675.c100005.m1851
Hi Cory, the GT2056 is a bit smaller 41.5 mm inducer. However it can support higher boost pressures so if you push that turbo to the limit you should get close to 300hp.
The Disco potato GT2860RS turbocharger is not a good option either because it works best around 1-1.5bar boost. So that's why the 62 trim GT2860R turbo would be better for you because it can support over 2 bar boost. But even so 350hp with that turbo is also pushing it on your engine.
If you really want to go for a solid 350hp then yes I would say that either a Garrett Powerstroke turbo (the one in the link probably have around a 60mm inducer) or some of the Holset HX35 or HX40 turbos would be the better option.
If you can find a Garrett Powerstroke or Holset HX35 in the $500 range it would in my opinion be the best bang for your buck and you would have a reliable solid 350hp with that setup.
Hello, I have a question:
I am driving MB 250D w202 (c class). I wanna achieve around 250HP, which turbo to choose?
Just a note i will have made custom exhaust manifold, new bigger intercooler and a chip tune.
Thank you, greetings from Croatia!
Hello Marin, if you can find an GT2260V (variable vane) turbocharger from BMW 330d you can fit the turbo with a bigger 44.39mm inducer compressor wheel. And that should give you around 260hp with good spool.
Dyno graph.
https://1.bp.blogspot.com/-bI3ja1Kwt0I/W2yiQKU9WCI/AAAAAAAAEUI/05GuWZDQxFQIMY_oeFmLLdsGalCKwDyCQCLcBGAs/s1600/Garrett%2BGT2260V%2BDyno%2BBillet%2BCompressor%2BWheel%2B44.39mm%2B-%2B60.01%2Bmm%2BDiesel%2B260hp%2BMB%2BOM605.jpg
You can find the bigger compressor wheel here.
http://shopping.kinugawaturbo.com/billetturbocompressorwheelgarrettgt2260v4439601bmw530dextendtip.aspx
Otherwise if you are on a budget and can't find a decent GT2260V turbo then any Holset HX35 turbo would also do the job, but that turbo would be better suited for something in the 300hp range and would be a bit slower to spool up due to it being a bigger 54mm turbo.
JD, thank you very much, that will be my build.
Hi JD,
What would you recommend for a Nissan TD42? (a VNT)
I'd be happy with cca 150kW
Thanks heaps.
Hello Zapri, the Garrett GT2259 should work fine. Or if you like a bit faster spool and still have around 150kw then if you can find either for a good price then the new Garrett GTB1756VK or GTB2056VK would also do the trick.
Hi JD, I have a bmw x5 e53 3.0d that Needs new seals and bearing..I believe it came with a gt22...I have a spare gt2871r that was from a previous project...my question is are there any perfoance options that can done like using the gt28 core?
Hello Clyde, the Bmw X5 should have a GT2260V turbo fitted. But because it's a Diesel turbo that have variable vanes you won't be able to use the GT28 core. At least not without some machining done to get mismatch parts to fit.
You can however get a GT2260V replacement core for around $100 and then you can also get something like the billet compressor wheel from Mamba https://shop.mambatek.com/Turbo-Compressor-Wheel-BMW-N57-30L-777853-GTB2260V-442-604-mm-010-2589.htm
It won't be a big change in power because the stock and billet wheels are the same size but the billet compressor wheel will flow a bit more air and also supports higher boost pressures.
Do make sure to check the part numbers on the existing turbo so you get the correct turbo core and compressor wheel if you choose to order online.
Thanks JD the advice is much appreciated will start the process👍
Hallo,
What Garrett vnt turbo is big enough for my 3liter diesel 4cylinder ? Currently runing stock modify vnt turbo runing 35psi for 388whp. I need larger vnt turbo that can make around 450whp.
Hello VigoKiller, it would need to be a hybrid turbo because there's not really any stock VNT turbos that can support really high hp numbers. You can have a look at the GTB2565VK turbo however since there are no compressor maps I can't confirm that turbo would be able to get you all the way to 450whp.
It would be easier to go with a compound or twin turbo setup. You could go with twin GTB2260VK turbos, that would be a good option for your engine. Or perhaps the cheaper option is you could go compound and keep the existing stock turbo and manifold and pair it with a bigger Garrett GT35 / GTX35 or GT37 turbo.
Hi there, I'm in the middle of researching which turbo to go for on my Renault 5 gt turbo, the car will be used for hillclimb/sprints so looking for something really responsive, plenty low down torque and capable of 220-240bhp. Would a gt2259 fit the bill? Thanks in advance Kev
Hello Kev, the GT2259 turbo would work. But a bit more responsive turbo for you would be to go with the GT2056 turbo instead as it's got a slightly smaller 47mm turbine housing. You would need to run around 2 bar / 30 psi boost to get to 240bhp with both turbos depending on what cams and porting you have. But for more low end torque and to get a wide powerband the GT2056 would be better.
Thanks for the quick reply JD! Ok that's great I'll look into the gt2056
JD, you are kind of a legend, have fitted this turbo to my GA16de (Nissan Sunny/Sentra engine) But it never came with a gasket from turbo to downpipe! Been searching for weeks and weeks, and you have all the information I could need and more! Thank you so much!!
Hello TurboTosh, thank you and glad you brought this to my attention. Looking at the part numbers on turbomaster.info the gasket set to fit the 4 bolt GT2259 turbine housing 452214-5001S and 452214-5003S have the part number 210541.
However there was a change due to the bolt pattern being 1 mm off so they went from a paper gasket to Inox steel gasket.. The old number for the gasket was 210515 and it was replaced by 210541.
https://www.turbomaster.info/eng/gaskets/gaskets_model.php?nombre=210541
The correct gasket set is also sold here https://www.turbosbytm.com/gaskets-set-gt224-bolts
Now if someone else also have problems getting correct gaskets you can make your own gaskets with a drill and a pair of tin metal snips. Get some thin copper sheet from amazon/ebay 0.5mm / .020" thickness will do. Or get some offcuts from your local metal shop and make all the gaskets you need.
Hello JD, I have a mk2 golf with 1.9tdi ARL engine i put a gt2052v hybrid 43x60mm compressor and 42mm turbine how much hp can produce and how much bar should i push
Ps my gt2052v hybrid seams like gt2259
Hello LS, I don't have a compressor map on that turbo but you should be able to get around 230hp with that compressor size and it should be safe to push 2 bar boost. However the 42mm turbine could limit the power and boost you are able run to around 200hp. So if possible to get the most from your turbo setup you should run a 2.5 or 3 inch de-cat downpipe to help with the backpressure.
Hello JD, I'm thinking of doing a compound setup for my car and I have a question. I know I can run both turbos from the same oil feed line but the problem is that due to the space, the lower pressure turbo will sit lower than the return line in the block(~2" lower). Will that put pressure on the bearings as the return oil has to travel upwards?
Btw it's an bmw e46 320d 136hp paired with gtb1752v(electronically driven with the help of an arduino) currently, and thinking of gt2260v for low pressure turbo... I'm hoping for 280 hp.
What you think?
Hello Ztig, you can try but I think there is a chance the turbo could start smoking from the excess oil. But the more important thing is you would also cook the oil that's not draining when you turn off the engine killing the turbo over time. I recommend you fit a small 12v scavenge oil pump at the lowest point.
The GT2260v turbo would be a good option and you should get a solid 280hp. But you could also go bigger if you like, once the small turbo starts to build boost the bigger turbo will start to spool up very fast on a compound setup.
Hello again, I thought about a small oil pump but then I thought it could suck oil faster than its fed to the turbo? Is that a possibility or I'm imagining things? Do you have some minimum specs?
The low pressure turbo will sit under the high pressure turbo, the space is quite big but I'm not sure how big should I go considering this is the first gen of M47 engine(M47D20), vp44 not common rail, nobody did any power remotely close to my target. I have injector nozzles from Scania 6 liter engine but I have to adapt them to my injectors, what I'm trying to say is that fuel is not an issue.
I have stainless steel exhaust 2.75", what other options would you consider? Btw, GT2260V on e46 330d hose from turbo to intercooler is ~50 mm ID, should I go bigger?
Now I honestly say this is my last question, lol :| How should the vanes for the hp turbo be after the lp is spooled up? Fully open?
Thanks and so sorry for all of these questions, I'm a programmer but doing all the works to the car, house etc ... so I'll be doing all of these things.
Hello Ztig, it should not be a problem even a small oil pump would work. The aftermarket pumps sold like this one with a flow rate of 3.2L GPM are a bit overkill
https://www.cxracing.com/PUMP-SCAVENGE-3G
But they are reliable and that is what you want. The cheaper option of the same design are called Diesel Fuel Oil Scavenge Pumps like this one.
https://www.amazon.com/Amarine-made-Scavenge-Impellor-Diesel-Transfer/dp/B01CNCXOLE/
I think even a 12v universal low pressure fuel pump would also work but the quality is usually bad on the cheap ones and they tend to fail very fast, so I would not recommend those types. But they are very small and compact so for some applications like on bike engines where space is limited they can be a good compromise.
The 50mm hose could be a restriction, probably fine for 280hp. If you want to try a bigger turbo like a GT2560v you would want to go with a 63mm / 2.5" hose.
It can be tricky to get compound turbos to play well together, you need to start with fully open and make sure the small turbo alone is giving you the correct boost pressure before you even start to have the bigger turbo build boost. You can end up with very high boost pressures (+3bar / 45psi) at the engine if not careful.
I also really enjoy programming, been having fun with C# lately and I look forward to the soon release of .net 5.
Hi, How good would the Gt2259 work on a Toyota 2zzge? Stock compression is 10.5:1... the rods can hold quite a bit. I am not going for crazy power. I just want 8-10lbs and quick spool up. Redline is 8500rpms. The engine stock is rated at 190hp. I just want at least 200whp. Is this the way to go for a N/A "feel" on a turbo??? I want immediate response... no lag please....
Hello JBeall, I would try and find a GT2056 turbocharger instead. It would give you better response over the GT2259. And to get 200whp with the GT2056 you would only need around 0.4 bar / 6 psi boost, and at those low boost levels the GT2056 turbo is much better. The compression is pretty high on the 2ZZ-GE Toyota engine so with a good intercooler I would not go over 0.7 bar / 10 psi boost, but at that boost level you could still get around 220whp with this turbo.
Bonjour
Ce turbo la est montée d'origine sur un 530d e60 2003 218ch merci
Bonjour Bilim3, the BMW 530d e60 use the GT2260V turbocharger, it does not share the same compressor or turbine housing as the GT2259 turbo so it won't be a direct fit. The turbo CHRA Cartridge might be similar however the parts numbers are different.
The parts numbers for the GT2260V turbo are the following: 742730, 742730-5019S, 742730-9019S, 742730-5018S, 742730-5015S.
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