I have been search on here and throughout the web trying to find a definate answer as to what the excat differances between the GT3065 and the GT3071 turbos is. The turbo I am looking for is one for a daily driver with light track/auto cross duty, not much tho.
Engine specs is:
2.3L
no balance shafts
.015 shaved head w/ light porting (just enough to knock roughness off)
280 Intake & Exhaust cams
single springs and retainers
BR ported intake manifold
2.5 hard piping intercooler pipes
AMS intercooler
large bore fuel rail
780cc injectors (may need 880's ?)
AMS 255lp hp fuel pump
Evo9 metal diverter valve
tube manifold w/ 50mm runners
down pipe flanged for T3 4 bolt turbo (2.5 begining size, will be remaking to be 3 inch opening up to 3.5-4 inch back)
External wastegate
Full poly mounts (including rear mount)

I am looking for something that spools quickly and doesnt run out on top end on pump gas (93). I would really like to see 550 whp on race (dont know how fesable that is) Future plans on the engine is N2O sprayer on the intercooler, meth or alchy injection. I'm think the GT3065? Am I wrong in thinking that? I have rode in a 2.3L with a 35R and I thought it was too laggy with out enough powerband for me.

 

Anyone?

 

iono bout reaching 550 whp on that turbo maybe on the gt35...u cant go wrong wit any of those turbos...ull get what ur lookin for wit ether one

 

I know that the 35r is too laggy. A friend of mine just told me that Garret calles it a GT3040, not a GT3065. I want to atleast break the 500 mark if I cant get the 550.

 

The 3065 is FP's rendition of the old 3040, or 3082R.
It is the largest variant of the commonly available 30 series turbo's. 3071,3076,3082.

Just like anything FP touches all beasts are not the same. To a small degree. FP's 3065 is their own turbine volute, and incorporates a V band WG mount. Along with being SS and (lighter) and a redesign from other bolt on DSM housings to help match the flow capabilities of the 3040 turbo.

This turbo is a GT40 compressor wheel paired with a GT30 series center section and turbine wheel. Promoting spool, and pairing it with a compressor wheel that flows ALOT of air. 65lb/min Which is why FP dubs it the 30-65. Straying from Garretts naming tree.

UP to 30psi the 3065 is in fact a GT35R. With better spooling ability. But, then that smaller GT30 hotside comes back to haunt you. And the 2.5" outlet, and smaller turbine wheel cannot promote enough flow and the GT35R overtakes it in flow and power production.

With a properly matched setup that turbo will make 550whp. There have been reports of well over 6 in DSM land.

IMO this turbo is a great compromise between power & spool. Especially for someone who wants a balanced car working toward 9's or 10's. That is willing to take the time to optimize their setup for the turbo. Yet, still be able to drive the thing on the street in a detuned state.

The 3071 will spool considerably faster, especially in a .48, or even .63 housing.
But its power production is considerably less than the 3065. Average results falling into the mid 400 range, and the 3076 more towards 500. (pushing most of what its got)

I've owned the 3065 on a DSM. On a 2.3l you might consider a full 35R. But if you trade the increased power production for the spool of the 3065, you will have a car that is far more responsive under varying conditions. Depends on what you want.

 

And yes, dump the 780's. 950's minimum on the 3065.
Its more popular to go 1000+ on Evo's. I would.

 

http://www.turbobygarrett.com/turbob..._700382_12.htm

That is the turbo I think I am looking for. Has the surge (or anti surge) compressor housing. Doesnt 1000cc's have a hard time at idle on a factory ECU?

 

The 3065 has the anti-surge T04S cover as well.
4" inlet.

I'm personally buying the 3076 for the Evo as my power goals are not as far fetched as they were on the DSM. 400-425 on pump is about all I'm after.

With the 2.3l the 3076 will be a light switch on that engine.

It will be hard pressed to get the #'s you want out of it tho.

I'm used to DSMlink. And injectors not being such an issue. But I believe 1000cc is as big as you can go via ecuflash without some serious work. Any of the good tuners around here should be able to help you get them straightened out. Or atleast give feedback on sizing.

However. Any car with a goal of 550whp+
Should be on an AEM to help maximize safety and gains.

 

What do you mean by that?

AEM is in the works for the end of next season when other mod's get added at that time. Im not too concerned with running with out it. One of TTP's Evo's runs twice as much power than what Im looking for. I know 500whp is possible with that turbo using a 2.3.

Is the GT3076 the better of the 30 series turbos?

 

You can break 500whp with race gas on a 3076 easy.

 

And since you have the 2.3l I would go 35r. It going to spool similar if not faster then a GT30R on a 2.0l.

 

Which 35R would I be looking for then if I wanted an antisurge housing also?

 

Those two , GT3071R and GT3082R , are both small frame Garrett ball bearing Turbos . They both use the petrol material spec GT30 UHP turbine in the same GT25 type ball bearing centre section .

The difference is the compressor/backplate/compressor housing .
The GT3071R uses a 71mm 56 trim GT compressor and its where the 71 bit fits in its name . GT30 turbine + 71mm compressor + R olling element ball bearings - GT3071R

The GT3082R uses an 82mm GT compressor in the above mentioned centre section .

The GT3076R fits in between with a 76mm GT compressor .

So you can identify them the cartridge (centre section + wheels) usually has an ID tag with a part number .
The real GT3071R's is 700177-5023 , the real GT3076R's is 700177-5007 , the Garret marketed GT3082R AKA GT3040R is 700177-5014 . If you luck out and get the HKS spec "GT3040R" with the 50T GT compressor is cartridge no is 700177-5019 from memory .

Personally I don't think much of the Garrett spec GT3082R 56T , using a big trim med sized turbine (GT30 84T) to spin up a reasonably large and large trim compressor (GT40 56T) doesn't make a whole lot of sense . I guess if you have a capacity limited engine and need high airflow rates to make power at high revs its one way to do it and the slightly undersized turbine (for that compressor) should get it going earlier than a GT35 turbine and housing . The trouble is that when the compressor really does get going the turbine can't keep up with the engines exhaust flow rate so turbine inlet pressure will rise .
I challenge anyone who likes these things to publish logs of turbine inlet vs compressor outlet pressure because the difference makes all the difference ...

Cheers .

 

I think I found a turbo. GT3582R - 714568 - 3 of the garrett site, but I want an anti surge compressor housing. I figured that I would be going big later anyways. Now I just need to find it at a resonable price.