very nice ..very nice

 

ITS shell , inside build by Dezod 48AR 50 Trim... pulls like a beast !

 

60-1 is well worth it.. i picked mine up for 650 new from my tuner.. with the .63 its beast but if ur leaving ur motor totally stock id consider a .48...

 

i have the option to switch my order from todd. i think i will be running the same turbo kit as mr.meaty though right now. the t3/t04e in a 57 trim

 

gt3076 r i hit 8 pounds by 2000 rpms in higher gears and i never fall flat make power till red line

 

ya id switch my 60-1 for a gt30 all day but ... there expensive as ____.. like i said i got my turbo new for 650

 

Why the .48 with a stock motor? Wouldnt it just depend how quick you want boost and how much your boosting?

 

well i would honestly say to anyone looking to make like 350+ stock or not motor to go with something larger than a .48 the .63 will free up more power esp up top. if ur looking for 300 or below id go with a .48 cuz then ull get the fast spool and ull still make that kind of power.. idk ppl may agree or disagree with what im saying but thats just from personal xp

 

Ball bearing makes the majority of the price difference plus longer life and more efficient.

 

^^ journal bearings are known to last longer.. BB can last long too if done and maintained right, its just a bit more vulnerable

 

Journal Bearings vs. Ball Bearings
The journal bearing has long been the brawn of the turbocharger, however a ball-bearing cartridge is now an affordable technology advancement that provides significant performance improvements to the turbocharger.

Ball bearing innovation began as a result of work with the Garrett Motorsports group for several racing series where it received the term the ‘cartridge ball bearing’. The cartridge is a single sleeve system that contains a set of angular contact ball bearings on either end, whereas the traditional bearing system contains a set of journal bearings and a thrust bearing


Turbo Response – When driving a vehicle with the cartridge ball bearing turbocharger, you will find exceptionally crisp and strong throttle response. Garrett Ball Bearing turbochargers spool up 15% faster than traditional journal bearings. This produces an improved response that can be converted to quicker 0-60 mph speed. In fact, some professional drivers of Garrett ball-bearing turbocharged engines report that they feel like they are driving a big, normally aspirated engine.

Tests run on CART turbos have shown that ball-bearings have up to half of the power consumption of traditional bearings. The result is faster time to boost which translates into better drivability and acceleration.

On-engine performance is also better in the steady-state for the Garrett Cartridge Ball Bearing



Reduced Oil Flow – The ball bearing design reduces the required amount of oil required to provide adequate lubrication. This lower oil volume reduces the chance for seal leakage. Also, the ball bearing is more tolerant of marginal lube conditions, and diminishes the possibility of turbocharger failure on engine shut down.

Improved Rotordynamics and Durability – The ball bearing cartridge gives better damping and control over shaft motion, allowing enhanced reliability for both everyday and extreme driving conditions. In addition, the opposed angular contact bearing cartridge eliminates the need for the thrust bearing commonly a weak link in the turbo bearing system.

Competitor Ball Bearing Options – Another option one will find is a hybrid ball bearing. This consists of replacing only the compressor side journal bearing with a single angular contact ball bearing. Since the single bearing can only take thrust in one direction, a thrust bearing is still necessary and drag in the turbine side journal bearing is unchanged. With the Garrett ball bearing cartridge the rotor-group is entirely supported by the ball bearings, maximizing efficiency, performance, and durability.

Ball Bearings in Original Equipment – Pumping up the MAZDASPEED Protegé’s heart rate is a Garrett T25 turbocharger system. With Garrett technology on board, the vehicle gains increased acceleration without sacrificing overall efficiency and it has received many rave reviews from the world’s top automotive press for it’s unprecedented performance

 

can you expound more on why it can handle trust load better? ballbearing will not not last very long with high oil pressure going to the turbo, garrett BB to be specific says oil pressure shouldnt be about 45 psi if i remembered it right.. our car normally cruises around 50-70 psi..

 

That is why you have to use an oil restrictor. Some people aren't doing their research and just installing the turbo without an oil restrictor this is why they are having issues. Thrust load is the load placed on the turbo shaft when the turbo is spooled.


These links have a lot of information.

http://www.turbobygarrett.com/turbob...o_tech101.html

http://www.turbobygarrett.com/turbob...o_tech102.html

http://www.turbobygarrett.com/turbob...o_tech103.html

 

its true an oil restrictor generally required using BB turbo.. its just too bad i dont see much discussion or emphasis on that.. and problem still exist with choosing the right oil restrictor since the orifice is dependent on the actual oil pressure going the turbo and the ideal pressure going to the turbo, and very few are able to measure that but rather buy some generic restrictor that has their turbo name on it.. not saying BB are weak, theyre just more vulnerable not done right unlike journal bearings that you just slap on and just do regular maintenance

 

Two books I bought and read that put a lot into perspective

http://search.barnesandnoble.com/Max...7601601/?itm=4


http://search.barnesandnoble.com/Tur...2494297/?itm=1

Both books have great information and I would recommend people reading these!

 

Whats an oil restrictor and where can you get it?

 

x100000

 

Oil restrictors are generic to an extent but you get what you pay for. If you buy one made by Garrett then you can rest assured it is the right size, I got mine from Dezod but ATP turbo has them as well. I think Garretts list a mast amount of turbos the restrictor is sufficent for. People need to do all of there research before just putting on a turbo. If someone puts on a BB turbo without a restrictor that should tell you something right there, they shouldn't be boosted cause they aren't doing the right research prior just like people trying to boost without engine management is a fail situation from the start.

 

Nice books, i recommend those too.. i have the maximum boost but i bought a different version on the second one, i got the one for engine management tuning.. i also recommend engine and driveline and the other version and engine management tuning from motorwork books.. they cover a lot of things..

all from barnes.. I say barnes and noble FTW!