Oh but it is. 2.2 with EFR8474. 8374 will do the same but top out around ~750whp. EDIT: Misread your post. You're asking for this kind of powerband on pump gas? That's not what the original question was.

 

Sheesh the original question? I had to go back to 2019 and look lol. Well, my question was kind of intentionally the challenge to the reply about getting a turbo online that early. It wasn't a lay the build list of what did it, it was what could do it without ethanol. A bit removed from some aspects of the discussion but ultimately it's what I thought would be info I could use.

I'm working with a with a 1.01 ts gtx3582 s2 cams Skunk 2 manifold and pump gas. Had some other suggestions to switch to stock intake manifold and possibly smaller housing on the turbine, just trying to see how other people are doing it.

The g30 doesn't have a t3 twin scroll housing unfortunately 😕

 

No I just meant the guy who wanted his turbo online that early and 700whp wanted to do it with ethanol earlier in the thread. Yeah, you could drop down on the turbine housing for sure, that's going to be your most significant response difference. Also, if you're chasing response, wrapping/coating your manifold and turbine housing usually counts for a few hundred rpm as well. Heat is energy and heat is speed.

 

Oh it was me asking...
What exhaust manifold are you running ? And assuming this is TS. Comes on nice and makes power all the way which is great.

My engine is finally done and going back in today, then just to finish up everything else.
It is 2.2 , old Tomei Pro cams 270 in / 280 out. 1mm oversize valves, port and polished head, Skunk2 mani.
Fueling is sorted with ID2000 and double pumper set up.

I am in no rush with the turbo and will use current GT3582 for now. Just trying to gather as much info, in South Africa we are extremely limited with parts and I will have to buy from the US and has to be the correct choice first time around.

 

1 more thing please, did you have any fitment issues with the 8474 ? I see the trans mount needs to be trimmed or grinded down.

 

Anyone with install pics of 8474 EWG set up ? Keeping A/C

 

Guessing this is the same car @Lutekevo posted above, damn!!!

 

Bump for more results, I know there are more g series evos out there!

 

Any more updates/results on the g30-660 or g25-660?

 

I've kept my eyes open, I'm struggling (compared to legacy solutions / combinations) to find much user reviews on the G series turbos, including my specific use case of wanting to see data from twin scroll G30 or G35s that aren't max power builds.

 

I'm starting to strongly believe that unless the aftermarket produces it, there won't be twin scroll reverse rotation housings.

 

I think people will go from FP Green/Red setups to G30-660 or G30-770 and it's going to be disappointing.
The power levels will probably be similar, but deleting the twin scroll will really effect spool and response.
The only real benefit is higher reliability for track use due to stainless exhaust housings and ball bearing.

I've been speaking to Intense Turbo in Australia. (I'm currently using their 5353)
They are making a symmetrical twin scroll stainless exhaust housing for the Evo platform. Might be 11.0 or 11.5cm2 also.
This could be used to make twin scroll housings for the G25/G30/G35 series.

 

I posted this before but I forgot where.

There is an aftermarket solution for twin scroll housings for the G25-550 and 660.
https://gcg.com.au/turbo-charger-g25...t-evo-4-9.html

 

That's been my thought as well with the G30. With a 94mm 2.2, I think I'd benefit from a maxed out Red switching to a TS G35 and optimizing spool (short runner, small diameter, praying to baby jesus). There's also the benefit of not pushing oil into my intercooler pipes with a Garrett center cartridge on days ending in Y.

Would be interested if an exhaust housing doesn't break the bank to import to the states.

 

so , we have been using new g series platform on hillclimb cars , data so far ( we actually measure exact g/ sec flow of the turbocharger not some theoretical aproximations ) shows that efficiency is as stated +/- 1% , but turbine is as always with garrett missmatched (small in regards to compressor size). If you use a g 30 770 you will have enough mass flow to reach 600 hp at engine all day and stay under 1: 1 pr across engine with 0.82 housing, a stroker will choke this spec . If you want more or use a stroker on a g30 you will need a g30 900 with at least 1.01 housing( wich will induce horrible boost treshold on transition / fullnthrottle after overrun) best combo will be a g35-900 with a 0.83 housing or 1.06 t4 twinscroll( TS housing does not bring any benefit on any proper setup with a progamable ecu with antilag / will always chocke uptop, and will ad weight, complexity and reduced cooling on same setup), g35 -1050 will work on a drag setup or a stroker 2.3 2.4. no matter wich route you chose you need to monitor turboshaft speed and understand where you operate in compressor and turbine map for coresponding PR across cylinder head. This series is not a competitor for EFR series regarding flow, boost treshold or lag, but is cheap, compact and will tolerate turbine damage all day long. So chose wisely( instead of wasting time and money with a T4 TS setup go for a cast vband manifold and proper ECU ( Motec, Emtron,Syvecs, LR, Cosworth..) ecu will bring proper controll strategy and you will have way more gains as outright power. I cant give you boost numbers as we only operate in g/sec, g/rev( kg/hr or lbs/min), and shaft speed( i controll closed loop turbine shaft speed not boost with ecu) boost is irelevant you need mass flow and turbo speed to understand what is possible. For instance we make 750 at engine on proper engine stand at a 1.6bar( aprox 23 psi) because engine has proper flow and is matched to the turbocharger. Everything above 1.8 bar ( 26psi) you will be way outside eff map and way above 150000 shaft speed.