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Hi all
I'm in the process of hunting down a good responsive turbo for my street FC. The plan is 350whp / 415bhp on pump fuel.
Does the G30-660 fit the bill? Looking at compressor maps this one seems good for a street setup (to my knowledge) but I couldn't find much information on rotaries running one.
Any better reccomendations? Something quick spooling and able to make ~350rwhp peak within pump fuel safe boost levels.
I think @TeamRX8 here is the same there, maybe he can comment. There's a G30 vs G25 discussion on that thread, for 350whp maybe the G25 is better but like Jon Snow, I know nothing.
I’m in the process of installing a G30-770 for 450-500 whp.
no, I’d stick with the G30 due to the turbine housing limitations on the G25. There’s a G25 thread on here and it was having some backpressure issues with the largest 0.92 A/R v-band for it. Some of it imo was the manifold design having both exhaust ports piped into an open collector and entering at an angle to each other with exhaust pulses not being kept separated into the V-band turbine inlet. That’s going to create a lot of inefficient chaos and turbulence in my view. And the 13B has stronger pulses than a Renesis so that also needs to be accounted for some.
Garrett only offers one T4 twin scroll though; 1.06 A/R EWG, and it should serve well for pump gas. It’s not clear what you were intending to do otherwise on the turbine side i.e. IWG. There is an aftermarket 0.85 A/R EWG T4 twin scroll available.
That Renesis is now using 0.83 A/R open T3 and making 350 whp or so on pump gas. We may need to discuss that some if you want to use IWG instead. Because the one thing about the turbo being compact is that the area available for fitting an IWG limits the size of it.
He’s a member on here too if you want to reach out to him.
I’m in the process of installing a G30-770 for 450-500 whp.
no, I’d stick with the G30 due to the turbine housing limitations on the G25. There’s a G25 thread on here and it was having some backpressure issues with the largest 0.92 A/R v-band for it. Some of it imo was the manifold design having both exhaust ports piped into an open collector and entering at an angle to each other with exhaust pulses not being kept separated into the V-band turbine inlet. That’s going to create a lot of inefficient chaos and turbulence in my view. And the 13B has stronger pulses than a Renesis so that also needs to be accounted for some.
Garrett only offers one T4 twin scroll though; 1.06 A/R EWG, and it should serve well for pump gas. It’s not clear what you were intending to do otherwise on the turbine side i.e. IWG. There is an aftermarket 0.85 A/R EWG T4 twin scroll available.
That Renesis is now using 0.83 A/R open T3 and making 350 whp or so on pump gas. We may need to discuss that some if you want to use IWG instead. Because the one thing about the turbo being compact is that the area available for fitting an IWG limits the size of it.
He’s a member on here too if you want to reach out to him.
My bad should have included more details. I will be going with external wastegate. After having another look at the compressor map I think the G30-770 would be better, being able to flow a little more at my 1 bar limit.. Some headroom.
By the way, do you have any description on the character of G30s? for 400-350 at 1 bar I believe I should go with the 1.01 vband housing. Doable? Not too laggy?
yes, thats what the linked Renesis thread had originally when it was in the 420-430 whp range
I’d still recommend the 1.06 AR T4 twin scroll for a 13B, even at 350 whp. If you decide to turn up the wick (they always do 🤣 ) it’s going to seriously pay off then. It really crowds the narrow CHRA though. You’re going to need banjo fittings to the oil feed and coolant ports (ATP Turbo carries them here in the USA), possibly some oil drain routing if the T4 entry flange is under it.
Which the current existing manifold I have has it directly under it; the worst case situation. I had to get tricky with a custom oil drain there, but still managed to get a -12 to fit. Which I felt was best since it’s draining at at such a low angle rather than straight down. Shouldn’t have that problem once the new low mount manifold is fabricated since the flange will be on the side with the turbo straight out in the horizontal position (RX8 chassis)
Hi Have just finished up A manifold for a g30 770 1.01AR that will be on the dyno in the next few weeks I hope. You wont have an issue with it being single scroll on a V band Ive had tuners moaning at me to make these for over a year as all I had previously was T4 twin options. Plenty of folks running g35s and G40s in single scroll V band set up with great results.
Another option to consider if your on a budget is the Borg warner S257sxe essentially a journal bearing 7670 with more hot side options they spool great and you will see 400-440 ish with supporting mods around 1 bar on pump fuel
And heres a few of the S257sxe
The coil pack was breaking up in higher RPM this car is going for a retune soon and should see a little more power on a Greddy V mount with one of my 3" exhausts
I will admit the garretts are very sexy turbos and as above the G25s/hot side options are too small for a 13b so steer clear.
I have the G30-660 on my Renesis (dyno shown above) and I love it . For me it was more about finding a good turbo that actually fitted in a confined low mount configuration than anything else but I'm definitely a fan after running one for a couple of years . Have done many kms and done several events with it now.
My bad should have included more details. I will be going with external wastegate. After having another look at the compressor map I think the G30-770 would be better, being able to flow a little more at my 1 bar limit.. Some headroom.
By the way, do you have any description on the character of G30s? for 400-350 at 1 bar I believe I should go with the 1.01 vband housing. Doable? Not too laggy?
The G30-660 is very efficient up to over 400whp so why would you go to the 770 when your goal is only 350. Seems to me you already have enough headroom and going bigger would achieve nothing other than less response.
IMO ..... the G30-660 is the perfect turbo for that range ...better than an EFR 7670 due to better efficiency in the 350-400 range you would be operating. It wouldn't spool quite as well but wouldn't be too far behind.
I see there is one for sale here ATM ...would be worth enquiring on why he is selling after only two dyno runs.
The G30-660 is very efficient up to over 400whp so why would you go to the 770 when your goal is only 350. Seems to me you already have enough headroom and going bigger would achieve nothing other than less response.
IMO ..... the G30-660 is the perfect turbo for that range ...better than an EFR 7670 due to better efficiency in the 350-400 range you would be operating. It wouldn't spool quite as well but wouldn't be too far behind.
I see there is one for sale here ATM ...would be worth enquiring on why he is selling after only two dyno runs.
You're right. I admit I got a bit carried away tempted to chase more power lol. Realistically, 350-400 atw would be plenty for my needs ie. street / mountain / occasional track. Looking now the 660 seems perfect.
I had a question re hotsides. I see the G30 is offered with a divided 1.01 T4 IWG housing (part no. 740902-0093). To be honest I prefer IWG, especially for twin scroll. No need for a rats nest of dual wastegate plumbing and more inconspicuous. I plan to run 1 bar and port the intake (street) + exhaust (slightly) (still building engine). Any input or concerns re this setup?
I had a question re hotsides. I see the G30 is offered with a divided 1.01 T4 IWG housing (part no. 740902-0093). To be honest I prefer IWG, especially for twin scroll. No need for a rats nest of dual wastegate plumbing and more inconspicuous. I plan to run 1 bar and port the intake (street) + exhaust (slightly) (still building engine). Any input or concerns re this setup?
Can't see that one on the Garrett site .... . Sounds good if it's available.
Can't see that one on the Garrett site .... . Sounds good if it's available.
Yeah I didn't know it existed either until I found it on GCG.. It is a real thing and exists in the garrett performance catalog. Hopefully omitted out of error and not discontinued or anything..
No, it’s an error. I already spoke to ATP/Garrett about it ~two weeks ago. Having been posted on RX8Club and then edited as being fake news once it was confirmed. There is no intention to produce it.
For G30 and G35 div-T4 housings there’s only the 1.06 EWG from Garrett or the 0.85 EWG from Pulsar, as I already posted.
For IWG your only option is V-band. However, a small turbine housing like on the G30/35 turbos is going to limit the size of the IWG passage/flapper. I have one that I intend to test against the EWG, but am reluctant to recommend it to anyone on pump gas. Since my intention is E85, I may even acquire the Pulsar T4 and put the wick to it as well.
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No, it’s an error. I already spoke to ATP/Garrett about it ~two weeks ago. Having been posted on RX8Club and then edited as being fake news once it was confirmed. There is no intention to produce it.
For G30 and G35 div-T4 housings there’s only the 1.06 EWG from Garrett or the 0.85 EWG from Pulsar, as I already posted.
For IWG your only option is V-band. However, a small turbine housing like on the G30/35 turbos is going to limit the size of the IWG passage/flapper. I have one that I intend to test against the EWG, but am reluctant to recommend it to anyone on pump gas. Since my intention is E85, I may even acquire the Pulsar T4 and put the wick to it as well.
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nooooooooooooooooooo!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!
Man that sucks... In that case I suppose 1.01 vband ewg it is..
nooooooooooooooooooo!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! !!!!!!!
Man that sucks... In that case I suppose 1.01 vband ewg it is..
Good Morning Sir,
I have a G30-660 w/ 1.06 A/R T4 Divided Housing For Sale and I can provide some real world data, my FD is a track-only car, FWIW...
I ordered this turbo when I had a Large Streetport back in April of 2022. I installed it on a Reactiv Fab Manifold with 2 TurboSmart GENV CompGate40M (water-cooled).
On 17psi it made 434 RWHP on a DynoJet (Photo Attached). The 6-Year old engine had low comp on Rotor 2 (Around 50) so I'm sure there is more power there.
Exactly 48 hours after the Dyno Session, the poor 13B popped a coolant jacket 2-Laps into a shakedown @ VIR. Let me tell you, those 2 laps were WILD with this combo.
Fast forward to January 2023, installed a new 13B that I had bridge ported, lightened/balanced, yada yada yada. First dyno session and boost was dropping after 4900 RPM. It would peak at ~12.5psi and by 7,500 RPM it was ~8.5psi.
Chased boost leaks, exhaust leaks, and anything else but long story short, the turbo just couldn't flow enough.
Long story short, the g30-660, from my experience, is perfect for port levels from stock to large streetport. I can send any other supporting information, datalogs, etc.
For anyone wondering about proper turbo size on a Bridgeport 13B, I'll be posting up some data on testing a modified Precision 7285 SFWD Turbo that made 1400WHP and in May I will have data on a G40-1150 w/ 1.19 A/R.
Happy to answer any questions regarding this information.
Cheers!
EDIT: OP, Please do not run a V-Band Housing Inlet, only buy a T4 Divided Housing. If you can't find one, reach out to me.
Last edited by cstone94; Mar 29, 2023 at 08:34 AM.
Reason: Adding info.
Fast forward to January 2023, installed a new 13B that I had bridge ported, lightened/balanced, yada yada yada. First dyno session and boost was dropping after 4900 RPM. It would peak at ~12.5psi and by 7,500 RPM it was ~8.5psi.
Chased boost leaks, exhaust leaks, and anything else but long story short, the turbo just couldn't flow enough.
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As a matter of interest ........how much power did it make at 8.5psi - 7500 ? Do you have that dyno ?
Also - the dyno chart you mentioned isn't showing .
As a matter of interest ........how much power did it make at 8.5psi - 7500 ? Do you have that dyno ?
Also - the dyno chart you mentioned isn't showing .
Well that streeport dyno looks pretty dang awesome to me! Would be interesting to make the comparison with an EFR 7670 running at similar peak power level/porting .
Well that streeport dyno looks pretty dang awesome to me! Would be interesting to make the comparison with an EFR 7670 running at similar peak power level/porting .
The turbo was extremely responsive, near instant boost above 2500 RPM. If someone had all 3 turbos to swap on to the same car, would make for some great comparison haha.
