Interested to hear some thoughts of the people that have had or experienced the above turbos.

I currently have a brand new GT3076R and Tial 44mm EWG... all i need to do is fabricate the up/downpipes to fit them.

The lazy bit of me is thinking if its worth it over fitting a stock location MD321V?

Engine is a built 2.5ltr

Any thoughts as to if the GT30 will be better and if so ... how much better?

 

Difficult to say with any degree of certainty due to the limited pump fuel experiences of either. AFAIK only Duncan is actually running a V, and no one has tried a rotated GT3076. From my experience though, if you want really good top end boost, rotated and external wastegate is the way to go.

 

What size exhaust housing on GT3076R?

Had one on my own car a few years back.. got one to map in a few weeks on a 2.35..
also got a V to do on a 2.35 in a few more weeks time.. lol

power of both should be similar (depending on housing).. although would expect as Martin suggests more torque from the MD.

the standard location is less hassle in many ways but if you want more later it is easy to unbolt and change exhaust housing or replace whole turbo with larger where as there is not really anything larger that will fit in standard location etc..

Simon

 

Its a GT3076R with the .82 exhaust housing...

Simon, did you say more torque was available from the MD or is that a typo?

 

Don't Dunc run a V on his TA Car Frayz??

 

Yup,

 

Well thats me out of Depth already!! Best leave this to u lot that know a damn site more than me

Whichever way u go Frayz i'm sure it'll make one hell of a car

 

Be lazy frayz

 

Lol, i knew you'd say that.

I know it works Dunc, and damn well too. Was just wondering if anyone had ran both? or have done so in similar spec motors?

 

I doubt many would swap from this to a rotated GT30 - I know I wouldnt. The temptation of rotated is there though but it would probably be bigger than a 30 as that performance can be got from a std position turbo IMO.

 

Cant argue with that Dunc.

I was just wondering if... and if at all , how much better the 30 was than the V?

 

Frayz,

When you say GT3076, do you mean a GT30R, because there is more than one spec' of GT3076 ? Because the GT30R, and a slightly larger version have been used before.

Mark.

 

from what i have gathered is that a rotated set up has more top end that the equivalent(sp) standard position turbo....

I can't comment on a V but i've drove a T and the top end seems to end at 6k where as a GT30R is still pulling then.

My GT3040 is still pulling at 7k

 

Peter,

You need to compare turbo's of the same, or similar flow. An MD321T will peak earlier than a rotated GT30R, because the T is a 450bhp, and the 30R a 500bhp turbo. The GT3040 being another step up again.

IMHO, the V will out spool, and maintain power as well as the 30R.


Mark.

 

Mark, its a 30R correct.

60mm turbine wheel with 84 trim .82AR, 76.2mm compressor wheel with 56 trim .60AR

Im also wondering if it will be too much for an unsleeved EJ257... so do i sleeve or not? Hmmmmm?

 

Nope !

 

So is that a no do not sleeve?

If not.. will i have to cap my boost/torque to keep teh cylinder presures low?

 

Interesting topic this Frayz, I shall be keeping my eye on this one.

 

I never capped my boost Frayz. That is not to say my cylinders won't split in the future, but they have not caused any integrity issue so far. I believe sleeving can create it's own issues, so it is not an easy thing.

I truly believe the quality of the mapping goes some way to help.

 

But wasnt there some mythical modification to your cosworth supplied cases Shaun.. or are they the same as mine?

I also agree a det free, clean map is worth its weight in gold.

 

The block mod was done post delivery from Cosworth and any engine builder worth their salt would be able to deduce what I probably have had done. The block mod would not specifically combat a liner splitting, it was done for other reasons, so I would not read too much in to that.

If I was going for a ***** out 600+++++bhp I would look around and "possibly" of chosen another type of block, but this one has served me well so far. The Type25 Race Car had the same engine as mine and ran over 600bhp without any standard cylinder integrity issues.

 

Didn't you say your bores had gone oval Shaun ?

 

Duncan.... have you got alzheimers lately!

As stated on 22b (not verbatim)....

When the bores were measured properly (i.e. they were measured quick and dirty at first) nothing was wrong with them. All three rings on each piston were shiny all round, displaying excellent ring to bore seal. If there had been ANY issue with that block, it would of been dumped when the engine was stripped. I would NEVER run this spec with a sub standard block. The reason for the strip down and freshen-up is to ensure it does not need anything for another 20k miles (fingers crossed lol).

 

I must have mate

 

Simon can you let me know how you get on with both remaps

Banny

 

Guess im not worth my salt... but cheers anyway Shaun.

 

LOL @ Frayz... that comment was not aimed at you mate.

 

So from all things being equal a V will no doubt be the better and cheaper option than a 30R but maybe have no scope for further upgardes.

So if you want to upgrade from a V you are pretty much stumped until further notice

Or if you put a rotated 30R in for now then your next upgrade is pretty much a stone throw away

Mark..what is my best next turbo upgrade that i can go for?

 

I know mate

I dont get involved with the ***** waving, i just want my engine to be able to take 2 bar from the 30 and be happy about it.

 

2 bar = happy hour