When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Not sure how much transient it'll lose in comparison.
Yeah, that is what most will be waiting to find out. The Vibrant Civic uses an EFR9280 and they are apparently stoked with the response of that, they mosted a shot of of a log from their record setting Tsukuba lap showing them dropping to ~3500rpm on the sharp corner before the straight basically suggesting that there wouldn't be many options which would allow them to make >1000hp and get away with that kind of thing
G30-660 - basically the G25-660 compressor on a G30 turbine
G30-770 - 58mm inducer, 71mm exducer with ~69lb/min flow
G30-900 - 62mm inducer, 76mm exducer with ~81lb/min flow
G35-900 - Same as above but on a G35 turbine
G35-1050 - 68mm inducer, 84mm exducer with ~95lb/min flow
Should mix things up a bit!
I'd say the G30-770 and G35-900 will be the sweet spots. The G30-660 will be interesting... Will have to see how much more the turbine flows. I imagine it will be good for 25whp or so more than the G25-660. That's about what the old GTX3067 was good for over the GTX2867. So the same wheel diameter pairings.
I'd say the G30-770 and G35-900 will be the sweet spots. The G30-660 will be interesting... Will have to see how much more the turbine flows. I imagine it will be good for 25whp or so more than the G25-660. That's about what the old GTX3067 was good for over the GTX2867. So the same wheel diameter pairings.
Yeah those two are the ones I am most excited about, the G30-770 particularly is at a point which I think will suit a LOT of aftermarket punters - capable of the kind of power where you start calling a car "FAST" but not quite at the point (depending on your platform) where you have to upgrade everything on the car to make it worth while.
The G30-770 is also what has the most interest from me.
Hopefully the turbines will have identical outer dimensions to the current GT30/35 wheels for current aftermarket housings like the ATP T4 twin scroll stuff and Tial Vbands will fit without issue and no lead times waiting for new housings to come out.
The G35-900 comp wheel should be 76mm, so it's the GTX3576 replacement in wheel sizes with GTX3582R power. That G35-900 is going to be one bad mother. The top speed line of 145k rpms is the base indicator for the wheel diameter. The new G-series compressor wheel destroys the old GTX Gen2 wheel in flow with a bump in peak efficiency too.
The G30-770 should be a GTX3071R wheel size equivalent. That G35-1050 will be the GTX3582 replacement with 82mm comp wheel. The G35-900 will be snappier, but of course it won't make the power of the G35-1050.
Garrett did change how they 'rate' their compressor wheel hp range. But honestly, it's just making garbage. All that matters is the compressor map.
The rule of thumb is 10 flywheel HP per lb/min of airflow.
Presumably the G35-900 is meant to be a 900hp turbo, which would require a map that extends to 90lb/min. Instead, it stops around 82lb/min.
Well.... on E85, people seem to be eeking out 10whp per lb/min airflow on pure track setups. Tack on 15% for crank hp...... but like I said, it doesn't really matter what the marketing numbers say because it's all engine and fuel depending anyway. All that matters is the map.
The rule of thumb is 10 flywheel HP per lb/min of airflow.
Presumably the G35-900 is meant to be a 900hp turbo, which would require a map that extends to 90lb/min. Instead, it stops around 82lb/min.
That is a very out of date and very vague rule of thumb which very much doesn't apply to most setups these days.
Originally Posted by spdracerut
Well.... on E85, people seem to be eeking out 10whp per lb/min airflow on pure track setups. Tack on 15% for crank hp...... but like I said, it doesn't really matter what the marketing numbers say because it's all engine and fuel depending anyway. All that matters is the map.
^^^ THIS. It frustrates me that Garrett literally put a HP claim in the marketing, but frustrates me equally when people use some random internet rule to claim what it's actually capable of. The turbo's flow potential and the engine's ability to convert airflow into hp is what matters, and realistically depending on the setup - it would be possible to EXCEED 900hp @ crank with that turbo.
The rule of thumb is 10 flywheel HP per lb/min of airflow.
Presumably the G35-900 is meant to be a 900hp turbo, which would require a map that extends to 90lb/min. Instead, it stops around 82lb/min.
That is a very out of date and very vague rule of thumb which very much doesn't apply to most setups these days.
Originally Posted by spdracerut
Well.... on E85, people seem to be eeking out 10whp per lb/min airflow on pure track setups. Tack on 15% for crank hp...... but like I said, it doesn't really matter what the marketing numbers say because it's all engine and fuel depending anyway. All that matters is the map.
^^^ THIS. It frustrates me that Garrett literally put a HP claim in the marketing, but frustrates me equally when people use some random internet rule to claim what it's actually capable of. The turbo's flow potential and the engine's ability to convert airflow into hp is what matters, and realistically depending on the setup - it could be quite possible to EXCEED 900hp @ crank with that turbo and the right setup even though plenty may fall short.
