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@@935turbocarreaken very similar to Both but in fact 15degree V configuration. The. Pistons lie next to each other but offset up and down

The turbo will work well but might lose some HP ontop in the higher RPM range. Fuel economy LIKE FOR LIKE DRIVING could improve with the use of the correct turbine housing AR - if the housing is too small, the engine will see small boost values while in the cruise - which eats fuel. As long as you are in vacuum in the cruise, the economy will improve. Put your foot down and youll burn ALOT more fuel as the engine will produce ALOT more power.

Thanks for the compliment. The SXE will work perfectly, but build the necessary split pulse manifold and use the smaller twin scroll housing - it will make this power no problem.

@@TurboDirectSA thanks for the info great response!!!would you think a g25-660 will do the job?or another newer turbo??i would like to hear your opinion for any other turbo

@@PavlosJdm definately not - not worth the money and the G-series is overrated - see my other videos showing the problem with the claims Garrett make on their turbos versus the compressor maps and flow rates on their catalogues and web pages. Actual testing shows the same

​@@TurboDirectSA Ι see your point but i asked if another garrett or brand will do the job because here where i am the money i buy the sxe is very high close to the newer bearing turbos

@@PavlosJdm then you are not buying from the right place the SXE is now where close to the price of the ball bearing turbos it’s a fraction of the price

@@tfk7106 if the OEM bearing system is used with upgraded rotating assembly components, bad idea. If you want reliability run a ball bearing setup in single turbo format, spool is good, performance is easy due to many available turbo options to suit. Price would be less aswell but fabrication would be involved

No - its a chinese knock off, poor quality, it will fail.

@@glen7463 I know those days - I shared the same ideas and ‘technology’ back then

@@DjTrivzSA pls use info@turbodirect.co.za

We are based in kempton park, close to OR tambo airport.

@@stephenpato5524 I would stay away from twins using stock bearing systems. They are not capable of handling the loads with high boost and upgraded internal rotating assemblies. No matter what the name is on them. If you run two ball bearing turbos - different story. However I would run a single larger turbo inside of you target HP - I wouldn’t go top mount - massive manifold and lots of heat in comparison the the ‘stock location’ single.

@@TurboDirectSA Really appreciate your response, thank you 🙏🏽.

@@reallife4598 borgwarber EFR8474 black series

@@freedom3469 store.turbodirect.co.za/index.php/shop/turbochargers/turbocharger-turbodirect-s-a/g3076r1-forged-detail This is what you should install - quick spool and will produce the target HP and then some. The genuine Garrett G-series is overrated and underperforming for the expensive price.

@@TurboDirectSA thank you for your advice. can you tell me about the turbo you recomended or have any links for it. how much? supply to New Zealand ?

@@freedom3469 shoot an email to info@turbodirect.co.za for more info

Hello Italy - welcome! Please shoot an email to info@turbodirect.co.za for more info. Ill ask Chris to attend to your email directly.

@@VandilFish efr8474 black series without a doubt with AR83 turbine housing - easily spool fast and make the required power with plenty in reserve

What end float measurement is recorded, and how was it measured? Is there oil leakage? Heavy oil consumption? Smoke out the rear of the exhaust? Any audible sounds (whinning or screaming)? Loss of power?

​@@TurboDirectSAthanks for getting back to me, the garage has told me the bearings have gone, it's a 21 plate, he doesn't know why, the turbo makes a clicking noise on idle

@@annbrown1558 send an email to info@turbodirect.co.za and the techies there will assist you

@@sidenotex1336 the shaft snapped off at the shoulder as a result of contact made between the rotating assembly and the end housings. The ONLY way this contact can occur is if there is sufficient/excessive clearance in the bearing system. Causes of excessive clearance are usually a dry start up and/or particulate contamination in the oil which abnormally wears the bearing system - creating the very clearance tha allowed contact between the rotating assembly and the end housings.

@@TurboDirectSA also would like to mention that we used proprietary compressor housings machined to work with g series backplate. Can the clearance of the housings be an issue as the metals expand and contract with heat? How can I verify if we have clearance issues with the compressor housings?

@@sidenotex1336 I can assist in the cause of failure however I won’t assist In designs and systems

@@nikolaradic6304 unfortunately not - no electronics will be compatible, EXU, injectors, etc are not compatible

@@TheSol115 does that engine rev that high? If so then so be it, if not, I would not increase the rpm limit past stock unless major work is done to the engine. The HP target is very easy to achieve and can be done with a number of different options for turbos. What is the main application for the car? (Street, circuit, drift, rally, drags?)

i forget rod and piston on Duratec .. the use is street dayli and circuit , drag . y need forget crank ?

@@TheSol115 for street applications response is key to an enjoyable ride. You’ll need the smaller AR turbine housing

Gracias

The only way the shaft nut can loosen is if the rotating assembly during operation comes to a dead stop or sudden/immediate stop - this is usually caused by a seizure of sorts.

You will need a turbocharger capable of a mass flow rate of at least 65lb/min at the intended boost level you want to run the engine at. I would make sure that the turbo is capable of at least 25% more than your required output so that you run lower boost to make the power you want. Depending on the track you will be running on, lag will be a problem because of the high HP target you have for this engine. the EJ series motors dont make power as well as some of the other inline 4 cylinders do.

@@d3sm0nd92 power is a product of tuning, boost and supporting mods along with fuel type etc -

@@TurboDirectSA FBO with old style hpfp and good tune can handle 450hp ?

@@42cuba I wouldn’t venture near this turbo. Especially the stage 2 - they have a reputation for failing!

@@TurboDirectSA Well crap I just bought one

@@ArmadaJspec glad you enjoyed it

@@bryanst.martin7134 interesting experience

Lemme know what info you need - happy to help

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 CZcamsrs 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