out of the 4 turbo manufacturers, who in your opinion procduces the turbo that can take the most abuse?

 

Comps center section is the best at taking abuse but they are still using "older wheels". Justin over at Comp is working on some billet ETT wheels.FP and PTE have great wheels but if you are blowing up the Garrett center section it is just too expensive to rebuild($1000+). I am not sure about the new PTE ceramic center section so i will wait til we do some more testing. The BW turbos are cheap and have a great ETT wheel but they are journal bearing and will not take the abuse plus they are not even 360 degree, but on the other hand they are cheap ($250) to rebuild a center section . So Comp will last longer with anti lag,PTE and FP will make more power for the same size turbo and BorgWarner is the cheapest to rebuild.

 

MHI supposedly has pretty robust CHRAs.
I've also recently came across a bunch fo turbo engineering design references and it's ben interesting. Their turbines are rated at 950C as well, which may be higher then the Garrett turbines? The TD-H series is pretty comparable in technology to the GT stuff. Great turbine efficiency and several housing options avialable. Compressors that are capable of over 75% efficiency above 3.5:1 pressure ratios.

Their are some new turbines and housings available rated for 1050C EGTs used on lean burn engines. With anti-lag, EGTs are going to be one of the main problems.

 

+1

 

600whp on 93 so you are talking 30psi? I would go with the 6765. 30psi on a 6765 would happen around 5500-6000 depending on your set up

 

Great that sounds good if am reving it to 9000-9500, and on C16 its going to be a MONSTER

G Force it's at Shiwakh, it's been open from more than a year now
There's also DD dyno hit me on PM if you want there locations

 

Thanks for the info, just PMed you

 

So 6262 or 3582 that is the question??? Does the 3582 come in a V-Band inlet?

 

You have to get the Tial housing if you want vband.

 

The Tial V-band housing looks a hell of a lot better then the PTE v-band housing. It's stainless steel and thin-wall to save weight. The PTE looks to be cast iron and thicker then the Garrett GT housings.

Also, it was mentioned before, but in the past PTE had a terrible track record for reliability. The error though is saying that ever since they stopped using garrett CHRA they stopped having problems. That suggests that Garrett was at fault.

The story I've heard from a pretty reliable source is PTE was manufacturing their own parts (bearings, turbine wheels, housings, etc.) for the Garrett central housings and retailing them as true Garrett turbochargers. The reality though the only Garrett part in the entire turbo was the center housing and even then it was modified to the extent that Garrett parts can not be used to repair a PTE "Garrett" turbo.

Their wheel tolerances on their housings use to be absolute **** which produced some turbos that worked as designed and others that just never made jack for power. I've seen 80WHP gains with nothing but a compressor housing change on a PT71 (same style housing and cut for the same wheel).

The reason their BB turbos didn't have a reputation for blowing up was because they were true Garrett CHRAs.

PTE seems to have come a long way on quality control though and they seem to be far better then they use to be.

 

????????????????????

 

Do they make a billet wheel turbo that's smaller then the 6262?

 

I know PTE took some heat from Garrett for using the Garrett DBB "big shaft" center section on their 70+mm turbo's I had a custom 76mm DBB turbo made for a Supra customer...

PTE had the same issue with Turbonetics, who used to supply them with parts. Turbonetics started changing heat shield dimensions etc so that the Precision parts would not be compatible. I found this out on a Turbonetics 60-1 what I ordered a Precision turbine housing for...

The current 6262 turbine wheel is evidently the "62mm F1" turbine wheel from Turbonetics... which is why you have to go to Turbonetics to find a divided t4 turbine housing to fit your 6262.

No surprise here that PTE pissed in someone's Cheerios... Honeywell is large enough that they don't need PTE's business if they're going to be pulling stunts IMO.

In my experience with dealing with precision and selling their turbo's for 2 years... there were a few (2-3) failures, but all infant mortalities. I probably sold 150 turbo's or more during that time... so their reliability is pretty good IMO. I think the heat PTE is taking for their reliable may not be completely founded. Not to mention you have to take information with a grain of salt depending upon which shop is recommending which turbo's that they're being sponsored by...

 

True, but it goes both ways. A PTE vendor isn't going to come out and say "We toasted 10 turbos in testing trying to make this magic dyno nuymber."

A lot of the reliability issues probably deveoloped several years ago as well and may not reflect their current product line. The DSM guys were having serious issues with them. You turned the boost above 20 PSI and it was probably a 50% chance that you were going to kill the turbo. But probably 50% of the DSM guys were pulling oil from the head too...

If I recall correctly, FP came out and said it was due to them not screwing down the thrust bearings and were just using spring clips which is what Garrett uses on light duty turbos. I've heard they have since changed to screwed down thrust bearings to prevent bearing movement under high thrust loads and it has solved a lot of the bearing related failures.

 

Mike,

I know you guys run a lot of PTE and HTA's, Tobz just put down 649 and 485 with his 6262 setup, i'm looking to do the same but was looking to get a little bit quicker spool, do you think the HTA3582 is my best bet? I want to go big to have a better power band over 7000+ RPM's.


I really am doing my best to learn about all my options, trying to learn about the other guys, I have some questions on the Comp and Borg Warner turbos.

Where does the Comp CT3 67 T3 spool on the 2.0L? And how about the CT4 66 T4? Or the new CT4 64 TBB Ex Tip?

Where does the Borg Warner S300x 83-75 T4 spool? And the Bullseye S362 T3?

I'm starting to lean towards the HTA 3582 because it spools faster then the 6262 but am continuing to to do my research. Do you have any dyno sheets on the 2.0L with the Comp or BW turbos?