As a general practice I don’t normally push the Pulsar over Garrett except when the cost is beyond what can be afforded or something Garrett doesn’t offer. In general I’m not aware of there being any significant issues with them. Certainly seem established above what might generally be considered far-east ebay brands. I did buy one of their G-series turbine housings because it was a preferred A/R that Garrett doesn’t offer and honestly it has every appearance of a quality part; well cast, well machined, no detectable flaws.

Regardless, going to post a variety of compressor and turbine maps for comparison. First the current GT3582R with 1.06 A/R housing. Which for your low boost setting to stated power goal is going to approximately be between 45 - 60 lbs/min peak compressor flow. I did use the Garrett G-Series maps for the Pulsar equivalent, but that’s entirely theoretical since we don’t know how equivalent they may actually be.

So first the compressor maps:






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Note that Garrett doesn’t offer the -770 compressor with G35 turbine


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and then the turbine maps:


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honestly, for $950 I’d be hard pressed to not suggest the Pulsar 6262G 0.85 A/R div T4 turbo over a journal bearing turbo that costs ~$340 more for someone on a tight budget.

https://www.atpturbo.com/mm5/merchan...&Store_Code=tp

https://www.pulsarturbo.com/product/psr-6262g-hp900/
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Interesting, so you're saying the .85 housing would work? I know thats the largest native divided t4, but they do have the divided 1.01 v-band with adapter. I already run a t4 spacer (FD manifold in FC, that's how RP set it up when it's was built) so that would accomplish the same thing of spacing it out, and probably have less room for leaks.

 

with the new GBC's, are the GTW's discontinued? How about a GTW3884R? (journal available for lower cost)

62-64-67mm options for compressor ind, 84mm exd; (6265, 6465 or 6765)
74mm turbine ind, 65mm exd, p-trim
wide variety of T4 divided turbine housings (I got 1.00, 1.15 and 1.32 a/r's to test with mine)

 

Well, I mis-read and the 1.01 dual v-band means its v-band on both ends, not that its a divided inlet. That just gets back to me wondering about the .85 AR housing. If I'm reading it right, the .85 on the 6262 should be similar to the .95 on the GBC37 and ~10% less than the 1.06 GT35, right? If so, I can just drop my spring back to 8PSI and be at similar flow levels to my current 10 PSI, right? That should still give me ~15 PSI to play with on E85, which I would think should be plenty for my goals.

Alternatively, did you say the housings interchange with the actual g-series? If so, I could get a 1.06 housing for the G35 for only a few hundred more. Definitely checking with pulsar to verify first, though, before I even entertain that.

GTW is water cooled, so the GBC is an even more budget version, it looks like. From what I can tell, GBC has a more modern turbine wheel, though.

 

the GTW series is available in both ball bearing and journal, but the issues are that the compressor efficiency isn’t that good and also due to the limited turbine housing options anything other than the 62mm is going to be laggy and oversized for the power goal in my estimation. There’s an FC3 video on here that dynoed 550 whp with a GTX3582 and the same 32 lbs/min peak flow 1.06 div T4 turbine housing on your GT3582R.

(edit: you got your post above in before I finished typing mine below)

I’d strongly not recommend using an open scroll turbine housing with an adapter for a divided T4 manifold. Because more turbine flow isn’t needed for 450 hp and combined with an open scroll housing will negatively impact response below 5000 rpm. Which if i’m understanding correctly, you’re not even shooting for that max hp limit on pump fuel either.

edit2: Garrett charges $$$ for the G series turbine housing. The Pulsar w/o turbine housing is only $100 less, but the Garrett G35 turbine housing is $750; $1600 total + shipping once you buy both.
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The GBC-900, GTW38 67mm and GTX3584RS all have nearly the same compressor wheel with somewhat different covers that may affect the overall maps. Garrett only shows one map for the GTW38 and I'm not sure which inducer it is. Or did you mean turbine efficiency?
And about turbine housing options, how are they limited on the GTW? they go from divided T3 0.63 to T4 1.32 not considering the open volutes and full Vband options.

I haven't ran mine yet so I can't comment on performance.

 

It appears to have been my bad, I may have clicked on the GTW3684 instead. Which imo is a better fit for his output requirement.

On the GTW3884 I only see one divided T4 housing @ 0.95 A/R offered by Garrett for all three sizes and it has a peak flow rating of ~34 lbs min (the GTW3684 is 30 lbs/min, which is what I must have clicked on thinking it was the 62mm option - again it was my dumb mistake). There may be aftermarket housing options, but I never bothered to look for any.

A 34 lbs/min turbin housing will impact response on a low - mid 4XX hp 13B. It will support upwards of 575 whp on a 13B imo, but assuming the compressor can keep up as well. There might be reasons for choosing it for a lower power output application, such as low fuel octane/quality coupled with higher boost settings, etc.

Otherwise the Garrett website shows three different compressor maps for the three different GTW3884 sizes. There are some significant differences between the G35, GGBC37, and GTW3884 67mm compressor maps. He doesn’t need the G35-900/6262G compressor for the power output, it’s a much more favorable map wrt efficiencies for his intended output range. Which is why I also posted the -770/5862 map as well to demonstrate the point. You seem to be glossing over those details and focusing on max flow potential instead.

technically he only needs the smaller G30-660/5455G for 400-450 whp and it would certainly be the most responsive of the bunch, but the reason I didn’t mention it is because it would require buying the Garrett 1.06 div T4 turbine housing for the necessary exhaust flow requirement (~29-30 lbs/min peak). Which then it’s going to end up costing ~$600 more than the 6262G with 0.85 A/R div T4 housing at the same exhaust flow potential. Which can also be upgraded later to a Garrett 1.06 A/R div T4 housing too if he ever decides to press for 500+ hp down the road.

hope that makes better sense now, and thanks for pointing out my error on the GTW turbo range. It doesn’t change my assessment any.
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Thanks for all the good info! I understand the basics of turbo sizing, but it's very helpful to have an expert.
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Also, one of the reasons for the price of the garrett housing is that it's stainless steel.

 

my bad, thought they were SS but you’re correct on that particular T4 version
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droppin an almighty necro bump on this one

What did you end up doing with this one? I'm piecing together my setup am just interested to see what other guys running the FC/HKS FD cast manifold combination are doing. Mostly concerned with clearances, though

I have the revised FD cast mani with the HKS gate and have a BW S200SX-R 7670 with the 1.00 divided T4 housing on the way, provided it doesn't get screwed up by tariffs. I'm hoping the bigger & longer center section on the BW brings the compressor far enough to the front of the car to avoid any clearance issues and the need for a spacer