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Yup they cost a bomb, and they are just a normal MHI or aftermarket twin scroll housing.
Perfect for street use etc. But for heavy track use, the dividers will bend and/or crack as they aren't designed to work with that much pressure and temperature.
I would love them to make a G30-660 version of those!
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, 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.
Thanks for the information. I'm going to bring up this point may be regional:
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.
I'm seeing the opposite in the US. An EFR 8474 TS T4 1.05 runs $2,187, while the G35-900 TS T4 1.06 $2,631. My numbers could be skewed for holiday sales, but that doesn't clear the cheap bar.
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.
Yes, that is a good manifold for this aplication but requires reverse rotation turbocharger. You are lucky to have those prices in US. Here efr is 50% more. ( complete turbo including housing , fittings gaskets, vbands in both cases).
ps. I checked full race prices and difference is almost 900usd normally( close to 40% more for complete efr)but now they have good discount because of black friday.
Last edited by claudiumxg; Nov 22, 2022 at 09:41 PM.
I predict lots of fun! Is that a coating on the manifold and turbine housing?
Yes. Jet Hot's "off road" 2000* coating. The stuff is very durable agains being hit with stuff (why they call it off road), works very well, and remains cosmetically appealing (unlike a certain white coating). And It's a 2 stage coating so you get to pick the color also.
This is NOT my car, but another one we've built here at the shop. And I'm excited to finally have real results with this turbo on a dyno jet dyno and plenty of fuel system. This literally ALL OF IT, an additional 15% (in 5% increments) wastegate duty cycle didn't make more boost or power. It doesn't layover hard like its has back pressure, so I think this all the compressor flows. This was 30 psi ramped to 32 out the top. Didn't want to make more torque on the Exedy twin.
I'd rate the G30-770 as around 650whp, so this certainly looks like all of it! Man, looks like it comes on pretty quick considering it seems the pull was started at about 3200rpm?
This is NOT my car, but another one we've built here at the shop. And I'm excited to finally have real results with this turbo on a dyno jet dyno and plenty of fuel system. This literally ALL OF IT, an additional 15% (in 5% increments) wastegate duty cycle didn't make more boost or power. It doesn't layover hard like its has back pressure, so I think this all the compressor flows. This was 30 psi ramped to 32 out the top. Didn't want to make more torque on the Exedy twin.
would be good to see what it does on .82 exhaust housing. Guess that will suit it better.
have you measured shaft speed? These don’t like overspeeding
Read back through the thread. I have results with a .83ar housing posted, it was even using GSC S2 cams instead of R2's. It spools the same, as is quite typical of going from the middle size to a the larger size housings on these engines. This 1.01 housing had less fall off up top due to back pressure.
No shaft speed measured. These are not sensitive to that like BW EFR's are where they fall apart in short order. Also, the way power came up, doesn't feel like we over worked it. We did 650whp, and 8% wgdc cycle and got another 1.5psi and made the 675, and thats where it stopped despite cranking more in. So we took it back down, mad another 675whp pull, took out 2%, made 674, and left it there. The extra flow of the larger exhaust housing is putting in the work to max out the compressor flow.
