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Lemme know what info you need - happy to help

Thank you for the comment, using the stock map will destroy your engine. Do not do it! If you have to drive the car to a tuning shop - make sure you drive OUTSIDE OF BOOST. We recommend using DarkArtz performance for tuning, Yosh and his team know exactly how to tune these turbochargers and have done many of them successfully.

@@TurboDirectSA Thank you! I will definitely give them a shot.

B58 will suit the 8474 black series - use the 83 turbine housing and high boost actuator - will spoil fast and linear response will be more than streetable

The EFR 7163 will outspool and outperform the gseries garrett By a long shot. We have done side by side comparisons and Garrett lose dismally. The RFR gamma-TI turbine wheels are mixed flow in the 7163 which makes for even better results

Many failure mechanisms can cause a shaft nut to break - depending on the turbo and bearing system, the shaft could break at the neck or shoulder.

Thanks for the comment - to be honest if this was my car, would consider the BorgWarner EFR8370 - this turbo will outspool, and far outperform the G-series Garrett. Over time the G-series has disappointed many tuners, and is overrated. The EFR Gamma-TI turbine wheels are unmatched in spool, linear response and overall performance. The 8370 will produce more power earlier and for longer in the RPM range and make for a very street-able setup, with much better reliability at less cost.

@@TurboDirectSA Thank you for the response, I will check it out!

Thank you for the compliment

Correct sir - however this specific engine does have carbon build up which flows through the breather.

Hey - thanks for the comment. The EFR8370 is the turbo of choice for this setup - stay away from the G-series range, it is overrated, and unreliable in power delivery etc. The Gamma-TI turbine on the EFR is unmatched with spool, overall weight, and reliability. Its a much better quality product and will offer you ALOT more features than the Garrett will.

LOL - sorry im laughing, but a bent shaft will not only cause catastrophic damage to a turbocharger, but also it will never last very long at all. imbalance is casued by a poor design bearing, incorrectly balanced rotating assembly, and in the case of a ball bearing cartridge, the quality and accuracy of the ball groove grind and preload WILL cause balance issues. This cheap chinese paperweight we tested is total rubbish - not worth 10USD!

we have MANY cheap chinese paperweights come through our doors on a weekly basis, some last a week, others dont make a dyno session - NONE of them make good power at all compared to a quality product. Its easy to copy something, and its even easier to copy it incorrectly, which the chinese are fantastic at doing. If you have a shoestring budget - my advise is NOT to get into this hobby - doing something right will cost money - fact.

@@TurboDirectSA you get three options fast, reliable, and cheap. And you get to pick 2 only. And obviously with the amount of data, research and the quick change of turbo designs completely say from the gen 1 garret gt30r and the gen 3 g- series turbos. Garrett has so many compressor maps and exact sizing, spot on ar. I also understand that by going the Chinese turbo route you get two of the options fast, cheap… how reliable. Well honestly the second you actually balanced that turbo, I noticed a huge difference in just sound alone, spooled way faster, and smoother. As a precision maintenance tech, we spend 85% of our time balancing steam turbines, and any turbo out of balance won’t last at all, even a Garrett that’s been balanced. Then taken apart and re assembled with no balance is at stake of destroying itself. With that said a new Garrett is really well balanced from the factory, you should show the direct comparison to an fresh out of the box Garrett or maybe you have already and I haven’t stumbled accross it yet. And I build full blown Subaru sand cars for a living, not being detoured by money, I’m having fun and IV seen some pretty wild sand cars go for quite awhile on the g25-660 Chinese turbo, on 28 psi

@@user-nf3oq2ge3g I love that analogy - but let me correct you - you get fast, cheap, good -- pick two -- 1) fast and good = expensive. 2) Good and cheap = slow, 3) cheap and fast = poor quality -- where do you think the cheap chinese low quality product lies? I can tell you this for free -- bring any cheap Chinese turbo and put it aside an original design back to back with flow bench and dyno and real road tests and ill open your eyes into how bad the cheap stuff really is.

@@TurboDirectSA I’m not arguing Chinese shit is cheap, and in a blind study if the turbos are in a box you can pick them up and tell the difference between Garrett and China brand whatever they are. Garrett is always heavier due to the housing thickness. which is safer. Plus I can only imagine the balancing machine they are using. It’s probably an old tire machine hob jobbed together and they are trying to balance a turbo on it. Like my dad always said. Buy a China toy it will break on the way home. Buy a China car part. It will leave you and your woman stranded on the side of the road. Lol

@@user-nf3oq2ge3g Weight has nothing to do with quality at all - that is a very naive thing to say. I can give you a Garrett TR30R turbocharger which weighs 3 kgs lighter than any other turbo on the market, and its not poor quality because it weighs less. Its the actual turbo off the factory Rally team car that Loebe drove in the early 2000's. The chinese product would normally be heavier, due tyo the lack of attention to detail for example - the machining for under head contact on the flange face that mounts to the manifold face - the chinese have always neglected to machine this until recently.

This is correct due to the higher flowing turbine - nothing to do with the A/R of the housing.

The EFR is light years ahead of Garrett. I have other UA-camrs who are subscribers who have run the G-series turbos and changed to EFR after a Garrett failure. They have nothing but raving compliments about thE EFR - the GAMMA-TI turbine is unreal in its response and linearity during Highway use. It’s cheaper, better quality product and by far a more reliable bearing system and the cooling internally is way better than the Garrett g-Series product. You won’t go wrong with EFR!

Yes you can the turbine wheel is identical

Not sure how the design looks, but closing off one side of the volute in a twin scroll setup always helps - been done many times for over 15 years already, but tricky to setup.

So it would be a single 2.5 from the header y-pipe about 4' long feeding into another Y, One side going to a 60mm wastegate with a 4or5 psi spring then reduced to 2" then into one side of turbo flange. The other side of the Y would be reduced to 2" then fed straight into the other side of turbo flange . I'm hoping this would make it spool a little quicker.

Cant picture that im afraid - simply build a adapter plate that bolt underneath the inlet flange on the turbine housing with a butterfly actuated by a low boost actuator which will block the one scroll until a certain pressure is reached, at which point the butterfly opens - keep it simple and affordable

Nope - read the description - VERY limited info on purpose.

For the best spool versus power output - I’m sorry but Garrett should be your last choice. EFR is light years ahead! Don’t waste your time on the G-series turbos. For the HP target you aiming for the EFR8370 will do exactly what you want

@@TurboDirectSAhaha, I was gathering that from the rest of the comments. I think unfortunately anything twin scroll is off the table for me, so I have to find the best option that isn’t. Would you shill for any of the Precision turbo options? They’re highly regarded in the mazdaspeed community and suggested by the leading tuner, but I just hadn’t witnessed them perform to the same degree that I had seen Garretts

@@chapystick_ nothing will spoil or perform as well as the Borg in the OEM sector.

Not as yet - we will be doing a lot of these side by side comparisons asap

This depending on many things surrounding the engine build. To make 1000HP the engine would need to be fully built - which will include CR changes for high boost and exotic fuels etc -

Yes fully built is understandable, but at what boost will this turbo need to be run at on 2.0 displacement to reach 1000hp ..obviously if all the fueling etc are up to the job

That’s entirely up to the build of the engine, and supporting hardware. The turbo is along for the ride. Higher CR will spool faster and require less boost - exotic fuels will produce more power for less boost, tuning plays a massive part aswell. That question is not answerable

Unfortunately nothing we willing to share. Apologies.

@@TurboDirectSA I can respect that! Tells me I may be on the right track to what I am thinking on my project. Thanks.

MORE than enough.

Both wheels were fine, however re-using second hand parts in a repair is not how we repair a turbocharger at Turbodirect S.A - there are many who do, but not in this house.

Unfortunately noone will share the kind of information that you are looking for. To manufacture a wheel with a specific mass flow rate, surge and choke limit, etc is one thing, teaching you 'how to fish' is unfortunately not an option im afraid. I would contact a company like honeywell - they offer these types of design services.

Holset provide absolutely no information on their turbochargers at all. All their products are diesel applications poised in the industrial sector, and you will not find any turbine maps and you will battle for a compressor map aswell - this is unfortunately a fact. BorgWarner are still the best in every aspect of technical information, they even provide flow calibration data on VNT turbochargers for PV and CV markets - not even garrett can hold a candle to them.

May I say the following - ‘I told you so, and I’m ecstatic that you followed my advise - good for you! Now you know what Borg is about, light years ahead of Garrett!’

@TurboDirectSA Yes you may sir..lol.. What's more...... I was going through the logs last night... The turbos drive pressure is 9psi LOWER than boost at 26psi! And only 5psi over at 40psi.. I am amazed at how good this turbo is... Thanks again for your advice and sharing your experience.

@@gfarnden56 Awesome news - enjoy it.

Borgwarner by leaps and bounds. Look at their bearing system and cooling system in the CHRA - need not say anything else.

No it wont - 400WHP MAX -- and thats on the limit. I would forge the bottom end and do the job right the first time if this HP target is your intention.

necessary or an optional extra - its up to yu and your application. If weight is a concern, and cooling is limited, go Ally - otherwise use the norm.

@@TurboDirectSA Apologies, let me rephrase...is the clamping ring and hardware available for the EFR7163 with the aluminum bearing housing. (which is what I have) that will be installed next spring. Cheers!

@@grabtheremote In the hardware install kit yes you will.

@@TurboDirectSA Thanks for the reply. Happen to have a part number? All I see is the clamp kit for the B2 housings....5 bolt holes. This is a B1 with just 4 bolt holes. Cheers!

@@grabtheremote 179423 is the part number of The hardware installation kit

That kind of HP will require the larger turbo for sure. However with HP comes lag - keep that in mind

shoot an email to info@turbodirect.co.za Chris will see the mail and assist you.

Perfect choice - it will spool fast and make the claimed power easily. Perhaps play with a smaller AR turbine housing if the application is more street use.

Garrett have gone backwards since they were spat out by Honeywell. Honeywell aero engineers were the secret recipe to the previous successes of Garrett, which are now lost. The G-series is disappointingly poor i have to say when compared to other models that compete head on.

@@TurboDirectSA Thanks for the reply. I've been studying the new/ old Garrett maps, and it seems the 10blade stuff is good at high pressure ratios, and moves the map to the left, but really doesn't help much off the right side of the map. The 9 blade turbine seems extraordinary, tho I'm sure it has repercussions

@@TurboDirectSA It really seems the "new" 10 blade stuff is a gimmick to sell new shit. If the 10blade compressors were so fantastic, they would have taken over 40 years ago. There are always compromises in compressor design. No free lunch

@@kylemilligan752 Garrett once bankrupt, had to come up with ideas to sell product for max profit, they used ancient journal bearing designs which they had moulds and tooling for in the form of the GTW series, and machined a billet compressor wheel which was nothing innovative, but as long as it was billet and did not outperform the GTX/G-series it would sell, at a massively reduced cost to their manufacturing. All the components that made up the GTW were already old and tooling paid for, and in stock, to assembling something with a new compressor wheel and charging a hefty price for it, was a 'winner' but in fact the product itself is not very good at all, and being journal bearing it didnt last long and was laggy. On the G-series side the design of the compressor is not that great, its literally something that is overrated and by alot. Its not that reliable compared to the GTX Gen2, and the 'clean sheet' claims were simply something to start a new following - they should have been on Gen3 G-series years ago according to ex Garrett employees, yet they are still on Gen1 - pity the dream team is no longer since the management change.

@@kylemilligan752 Actualy looking at the ancient CAT design compressor which is 10 blade (no splitter blades) that is now almost 30 years old - it was made originally from cast aluminium, and then machined, and now titanium -- its OLD and 10 blades. the turbo part# is 740464-20 - check it out.

It has indeed buddy

Thanks for the comment - im here to stay. Look out for more videos coming soon.

Will do as soon as stock is available to us.

Engine is toast thats for sure.

Its a custom built turbo, which has the facility for H2o cooling, BUT not necessary if you aren't able to use it. Obviously the bearing system will last longer if you did cool it, but this is a very competitive class of racing with short heats and lots of spares. Downtime costs valuable time.

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