TurboDirect S A G30R Upgrades 

Much appreciated Tommy

Thanks Luca - looking forward to it!

Thank you Wynand!

Thanks Gustavo - appreciate your continued support! PTE are not turbochargers we would buy just to do a comparison video with to be honest. We have done back to back testing on a dyno between Garrett GT3076R and a PTE 6262 and then we took that same GT3076R and machined the comp housing to fit our own 60-1 11 blade billet compressor wheel - needless to say the results were very surprising - not in PTE's favour. This we did in 2011 already with a well know tuner here in S.A

Precision turbo doesn't even advertise compressor or turbine maps. Would you eat at a restaurant that had a menu that said "some kinda meat" on it?

@@exploranator interesting… I don’t understand everyone lately going for them, is it some fad or what?

@@GustavoDVillarreal Price and advertising, tgey supply racers too plus RU-vid hype machine

@@GustavoDVillarreal I'll take research and facts over bloviated hype

Thank you pal!

Thanks Eugene - ofcourse it will, let me guess in a MK1?

Thanks Rowland!!

Hey buddy, been a while. No we do not use anything from Garrett, the only design that is from Garrett is the turbine head - nothing else. The height of the turbo is shorter than Garrett, the adapter ring is also slightly different to the Garrett unit - the bearing housing looks the same from the outside, but there are small changes internally to improve cooling. The turbine and comp housings are totally different. The compressor is also different.

@@TurboDirectSA Very cool! Thanks for the info.

@@802Garage Thank you buddy - glad to help.

Good idea, ill get this done in a new video -

Thanks Brian - this new bearing housing we planning on building a prototype to install onto the race car next month if all goes well. Look out for more videos on this coming soon.

Yes we manufacture this in our TurboDirect S.A stainless steel version -

Thanks Dylan - we updating our online store with the info, and will share this on our facebook and insta pages soon. For pricing, give sales a call in the mean time on 011 392 5195, 011 392 4071, 011 305 1323, 011 395 1695 or info@turbodirect.co.za

Im not the tuner, But i do get info back from the fabricators and tuners working on these projects, so ill keep you all posted with more videos of these cars.

Well the OEM turbo is tiny in comparison and good for about 1/3 the horsepower, so undoubtedly boost is going to build later.

We have had some experience with these and to be honest they not as impressive as they are made out to be - the price is not that great for a cheap chinese knock off, and the reliability is not all that its cut out to be - we have seen the normal failures through negligence and we have also seen other failures through what seemed to be excessive rotational speeds but with new turbos without having been run hard. Performance was good, but compared back to back with an original Garrett you can clearly see the additional demand for fuel on the dyno when the same Garrett turbo is installed. Back to back testing with one of our similarly sized units and then you see a clear difference in performance and response and for even less money

This is our own version of the AR61 turbine housing, the turbo is large yes, but the client wants to make the power, which requires this size turbo. Laggy on this engine - yes, BUT when you increase the Rev range of the engine, you also increase the power band. The G30-660 is a 500HP capable turbo, this client wants to produce around that level of power+ -- however why screw the turbo to its absolute max all the time, when there is a unit that spools as fast but has enough power in reserve above the HP target. This is why we chose the G3077R

@@TurboDirectSA Thanx for answering. I am aware of the thought behind it. What was the torque range on this setup? Fully spooled at 5k rpm?

Thanks for the comment - no videos were taken down, we have been snowed over this side, and not much time to make videos as regularly as we used to. More to come ASAP.

The G-series turbochargers cannot reach the claimed power not at the crank nor through a transmission of any sorts. The compressor map shows the flow rate and the printed HP number does not concur. The higher you boost the G-series the less power it makes - after a point around mid-way in the map on the P2C axis. These are facts im afraid. Sad as they may be.

@@TurboDirectSA For sure, you generally need the next size up, seem to possibly be not as durable as the gtx too.

We cater for all our client needs, and business that either company never resulted in sales for, we have something to offer.

Exactly, I believe it's marketing strategy.

@@cristiannunez5228 for sure. I'm hoping for 750hp and good spool. My gtx3582 gen 2 was a laggy mofo

@@mikereed1096 I just got a g35-900 for my evo well see how it performs. Hard choice between that and the g30-900

@@cristiannunez5228 it's slightly bigger than the g30-900 but there's a few videos showing the g35-900 doing well

Mike - the older generation Garrett turbochargers used to produce more HP than they claimed. This has changed completely - the HP claims in writing on the catalogues and online show a HP number, but the air flow from the compressor map does not marry up to this - this is the biggest marketing strategy that Garrett use today. Most tuners screw the turbos to the absolute max and beyond to try make the Garrett claimed HP number, and in many cases to the detriment of the turbo, which doesnt look good on Garrett when the turbos fail due to a cyclic overspeed.

The open in the pictures, is the same car that the boost gauge was shown. The Opel was built by Leonard Korff and so was the SR20 - give him a shout from SSS Performance, he will be able to give you more info on this.

Chat to Leonard Korff, he ports the inlet of the housing to match -- i will be doing some CNC porting on the inlet myself and will make a new video on this coming up.

How did the tnx-4064 do on your b series 2.0 We’re you not happy with the results Did the turbine run out of breath

Could be related to a bearing failure and contact between the rotating assembly and the end housings are audible. remove the turbo and have it checked out. It is easily repaired.

@@TurboDirectSA thank you so much, I'll do that.

Its laggy, and with the smallest turbine housing AR83 available it will not be very streetable - What HP target do you have in mind?

@@TurboDirectSA ​ well my goal at first is 500, but i did not want to buy twice when i want to go around 800-900 area, G35-900 i assume should be good for that maybe?

@@mondiboost8294 This is what i would use - leave the G-series alone - its unreliable and does not make the power it claims. Garrett's own compressor map and power figures in their catalogues are contradictory - store.turbodirect.co.za/index.php/shop/turbochargers/g3582r1-forged-detail

Here you go store.turbodirect.co.za/index.php/shop/turbochargers/g3076r1-forged-detail

@@TurboDirectSA many thanks for that

@@marcperrett662 No worries

Buddy i havent forgotten you pal - we waiting for castings from the foundry so i can finalise the build.

With our turbine housing, it outspools the G30-770. EFR uses a GAMMA-TI turbine wheel material, so this is ultra lightweight. The comparative turbo in the EFR range would be the 8370 - HP wise. Our turbo will spool similarly to this turbo - BUT the EFR will have about 50HP more ontop compared to our G3077R The G3082R will also spool fast in comparison, but will just outflow the EFR8370 by 50ish HP

@@TurboDirectSA I look forward to seeing the other variants that you are developing. I need a turbo that competes with EFR 6758 or 7163.

@@Tkz9000 Look out for the next video - we have just the turbo for that.

Yeah we do - very similar in HP, but with a different delivery entirely. The 35 family is pretty much maxed out at 1000HP - for more, you need a larger compressor, but in turn the 35 family SWA is not capable of driving this larger compressor.

@@TurboDirectSA is that 1000 whp or 1000 chp

@@pr0n5tar That depends on the engine and the dyno ofcourse -- but the turbo itself produces 98lb/min of air flow - this is a fact.

@@TurboDirectSA will tell my customer to contact you.

@@pr0n5tar Thanks sir!

Dyno graphs are irrelevant - we are the manufacturer of the turbocharger, same as any other brand, we are NOT the tuner, we are NOT the fabricator, and we are NOT the installer - no dyno graphs forthcoming from our side, not unless the tuners, installers and fabricators share these with us, which they dont always do. IF and when they do, we post it on social media. Footage of the boost gauges and installations, are NOT our footage, they come from the installers, tuners and fabricators. IF and when we decide to install and tune installations, we will share this gladly - as we have with our endurance race car which is shared in a 4 part video on our channel. How we determine the HP capabilities of the turbochargers is carried out with real world flow and P2C data logs which we accumulate on test equipment and test stands and not on misleading and often 'doctored' dyno equipment. It seems that there might be an opportunity to do back to back testing, which we have been talking about for a while now. Keep checking in for this which might be upcoming soon.

@@TurboDirectSA Time to put together a test mule and then do the dyno and performance testing? Your substantial results are being under-advertised compared to your bloviated competitors who are all hype and little results. How will people know about your results unless you demonstrate them? Your competitors sure aren't going to publish them. I'm not talking about pandering to attention-deficient people who are distracted by bright objects and loud noises, but demonstrations in actual installations, somewhat like Richard Holdener does. No hype, just facts and power graphs. What Richard Holdener does NOT do, and in fact, NO ONE on RU-vid does, (that I know of) is do weighted-roller dyno runs to demonstrate turbo lag and engine output times. Steady-state dyno charts are not telling the whole picture. By running a car on a weighted-roller acceleration-based dyno, you can demonstrate objectively where turbo A gets up on boost more quickly than turbo B. I used to do this when selling turbo cars. Get the car barely moving and put it in third gear and floor it. The customers got to watch the acceleration climb from sleepy to violent as the car came up on boost. Nothing I know of can demonstrate the value of a faster-spooling turbocharger than a weighted-roller dynamometer, because it most accurately reflects how the car accelerates in the real world. An example test would be a pair or more of same-brand turbos of different sizes and/or A/R ratios to show where and when the turbo came on boost and where and when the engine started to be constricted by the smaller A/R turbo or just smaller turbo compared to the larger A/R or overall turbocharger. What this DOES is give the buyer confidence that they are making their choice based on demonstrated objective capability, not the words of someone who they don't even know.