bradsm87

stock, GT2860R -5, -9 (GT-SS), -7, GT2871R -10 (GT-RS), GT2835, GT2530, T518Z etc. Anything that bolts on to stock manifolds should bolt on to those.

cheers for the info mate. Yeah I have a local place with a brand new insane alignment machine and an awesome switched on bloke that operates it. Will get camber bolts for the front struts and offset bushes for the rear upper arms if i can't get the rear camber where it needs to be. Yeah equal length headers will be a must if i go down the supercharger track.

I'm buying a 2007-2008 Liberty 3.0R Spec B wagon. Will start off with handling mods. I am pretty set on boosting for the power delivery. Maybe a good efficient supercharger is the go for reliability. That way the only thing limiting backpressure is the exhaust. A new Whipple W100AX has a peak adiabatic efficiency of 81% which is higher than any turbo so charge air would be cool. Team that up with a big water to air intercooler and it could be a winner. I would actually like to gain some experience with superchargers. It would look tuff with a GT bonnet cut out under the scoop with a visible supercharger hanging up into the scoop!

GTX3071R

Faaark that sounds scary! Tell me more about yours when it did work. what supercharger did u run? how much power? Cheers

Nah because then the plenum to exhaust manifold pressure ratio will be shit, no matter what boost. Like at full noise at 13psi, there might be 20psi in the exhaust manifold with a .63, 15psi in the ex manifold with a .82 and 12psi with a 1.06.

Yeah cost, time, and the risk of it being not done right. I know I'm sort of asking a bit much based on what's out there but it's a shame because if they put a bit of r&d into specific low boost compressors with the technology they have today, there could be some really good options out there. Rotary owners would especially benefit hugely from such a turbo.

Doesn't work like that. The 3L motor at high boost will try and push itself way off the map at high boost on a small turbo, getting way to hot. It won't just stop where I want it to stop.

Will look into it. Cheers.

Yeah the -9's are another option to consider but I'd prob prefer for it to make the power "easier" even if it means laggier. I like the 76 trim turbine wheel on the -5 which will mean less back pressure.

LOL at seeing how much boost cast 10.7:1 pistons and pinkey finger sized rods can take.

That only solves the problem on the exhaust side. The 76 compressor won't flow 300rwkw at 1 bar. U need to size up turbos to make same power on lower boost, regardless of engine size. eg. The Perrin EZ30 used a GT3582R to start with and made 300-320awkw with a GT3582R at 15 psi. Looks like the extra cash for twin -5's might be worth it. It would allow shorter exhaust runners being a boxer engine, just a lot more stuffing round with oil/water lines and pipe work.

How does a GT3582R compare to twin -5's on an RB26 or RB26/30 in terms of boost threshold and response?

Very interesting stuff. I'm more just looking for a conventional turbo, just with the right compressor wheel to suit what I want for $2300 max.

Also I can't push the turbo to it's very limits because charge air will get too hot because it's going on an unopened engine with 10.7:1 comp cast pistons so I wouldn't want it going past the 70% efficiency mark. It'll need E85 and low cool boost to stay alive!

I wish I damn could but generally a turbo that can flow efficiently for 300kw at say 1.5 bar will struggle to efficiently flow 250rwkw at 0.75 bar, no matter how big the engine. Look at how the compressor maps move up and to the right instead of straight up. Eg. a GT3076R will make 300rwkw no worries on an SR20 at 1.6 bar but it generally won't make 300rwkw on a 3l motor at 0.8 bar, u need a bigger turbo or more boost.

I'm looking for a turbo for a high compression, high flowing 3L motor (Subaru EZ30 horizontal 6) that will make 300awkw on as low boost as possible. All the new single turbos suitable for that power range on low boost aren't very exciting in terms of compressor efficiency island width because they are all designed for high boost (eg. Garrett GTX, GT and BW EFR) For example at 0.75 bar, the GT3582R is at least 68% efficient from 22lb/min to 48.5lb/min, a range of 26.5lb/min. The GTX3582R is from 22 to 54, a range of 32lb/min BUT twin GT2860R 707160-5 is at least 68% efficient from 23lb/min to 62lb/min, a range of 39 lb/min! So it's efficiency starts at the same spot as the GT3582R but ends 14lb/min further! I want this kind of thing out of a single turbo and I can't see ANY. Is there anything out there?

Could be nismo OR tomei. It doesn't matter. They're the same. Are they yellow in colour?

They should be yellow. They'd be Nismo or Tomei.

U can't just cast anything because U have to get it out once casted. Of course this has limitations. Obviously CNC has limitations too but U can definately CNC things that can't be casted.

Those ones have been around for ages. They aren't GTX wheels so with no wheel redesign, of course I wouldn't expect it to be instantly better. The GTX wheels have been designed to be CNC machined and not limited by a castable shape. Those billet wheels are made for extra strength and urability rather than extra performance which is why they used the exact same design as the cast ones with same blade thickness (stronger but same performance)

I know what you mean about upsizing turbo but as you know, there are more reasons to go with a bigger housing than to get more power. I'm planning on running a high compression engine and I don't want the exhaust backpressure of a T25 .64 turbine housing. Something around .75 would be ideal but I'd also be happy with a .86. I'm a strong believer in building the engine to make power by itself with lots of timing advance, high compression, cams and/or capacity increase and running low boost with a large A/R turbine housing. It just makes it have a more N/A-like power delivery which I prefer for the street.

That's not the case.

Hey Geoff, What other turbine housing options are in the works and when are their expected release dates? I'd really like to see a divided twin scroll T3 0.8x housing for the B1 frame turbos. Also a 0.7x and 0.8x turbine housing option for the B1 frame turbos would be good. It's kinda a massive jump from the T25 .64 to the T4 divided .92. Also can you offer these turbos at a slightly cheaper price without an actuator? I plan on cutting the outlet and wastegate off the back of the turbine housing because it's too long for my application and welding a V band flange further in and I'll use an external gate.

Hell yeah. I didn't know they fit right on. Does anyone know how Walbro's go with E85?