juggernaut1

I went from a 3071 to a 3076 52 trim with the same .78 rear twin scroll housing. The 3071 just seemed like it was working a lot harder. The "baby" 3076 feels like its doing the job alot easier pulls earlier too (but there were some exhaust changes). If your going to use a twin scroll ex hsg, the difference between the two in terms of spool will be less pronounced than compared to an open housing. .

Probably seen this before, but my effort - sr20 .78 twin scroll 3076 52 trim, full-race manifold with twin gates.

Possibly where running race fuels (or E85) and a gut full of boost. But for the average enthusiest using pump fuel, the selection of the correct GT series turbo for the application will likely net a better overall power curve.

Someone previously posted on here (I think it was Ozz) on an SR20 they were virtually identical - you'd be forgiven thinking they were the same turbo on different dyno runs. Found it on another forum - scroll down to post 37. http://www.silviawa.com/forums/index.php?showtopic=58974&st=20

We told you so!

Probably why nothing posted ....new build with motor 7 inches rearward. http://www.nissanroadracing.com/showthread.php?t=2680

I've had the CES split dump pipe on the stock s15 turbo. Never had it on a dyno but it was a fantastic upgrade from a seat of the pants feel. However, depending on the quality of the split dump and how soon after the slit dump merges back into the main exhaust can give varying results (good and bad). My current setup has the external gates merging back in just before the cat i.e. merge it back in as late as possible. On IW setups there have been mixed results as I previously mentioned. I think the concensus is to go a quality bell mouth setup.

Don't think things would have improved, and possibly worsened/caused damage as the 3071 was already surging when coming onto boost wih the 3 inch exhaust. A better flowing exhaust would have possibly made it surge more when coming onto boost. The surging tells me I couldn't put any more boost into it when coming onto boost so I doubt it could make any more power in the mid range. The surge slotted 3076 52 trim allowed me to at least match the 3071 to build boost and make significantly more mid range in the process - probably because A - it was not surging and B - it was possibly a cooler/denser intake charge with the slightly larger compressor and C - with the larger dump there was a bigger pressure differential across the turbine when coming onto boost which pulled the 3076 onto boost earlier than expected. I.e on the dyno the 3076 52 trim was making positive pressure by around 2300rpm, 1 bar at around 3350rpm and 1.5 bar (22 psi) by 3750 rpm on a sr20.

FWIW I've tried both the 3071 and 3076 52 trim with twin scroll .78 rear housing on my SR20. With a 3.5 inch dump/exhaust (up from 3 inch) I managed to get the 3076 52 trim making more mid range than the 3071. To make it clear, the 3076 52 trim was more livelier than the 3071 at any rpm. The 3076 52 trim is a great "no compromise" turbo compared to the 3071 for 290+ rwks'. At this level of power, traction is an issue and is probably no use making more for a rwd street car. BUT if you want more.....just add E85!! The only downside (if you call it a downside) is that the 3076 makes alot more spool noise than the 3071 due to the surge slots in the 3076 compressor housing.

Here's an interesting hybrid style dump made in the US. Note the splitter is only about an inch long if that. Basically bell mouth style with splitter to separate wastegate gasses immediately aft of the turbine. Then allows gasses to merge and expand in the main body of the dump.

I am a proponent of twin scroll housings and IMO twin scroll housings will provide the best overall torque curve where you want to run standardish rpm. They also provide a more progressive torque curve too because they make boost and torque earlier in the rpm range which is beneficial for traction deficit rwd cars. Unfortunately the ATP adapted Garrett offerings are not native to the turbines so they may not produce the best overall performance. Adequate for 2 litre 4 cylinders but might come up a bit short on an RB25 in terms of gasflow. This is where I believe the BW EFR twin scroll turbo's will have there place.....especially considering you don't have the complexities, fitment issues and plumbing of two external gates.....and a byproduct will be less heat in the engine bay. The ex manifold design will obvious be much simpler too. Whilst the EFR turbo's might have an initially higher cost, the overall package will be much cheaper given that 2 external gates alone and associated plumbing fabrication will conservatively cost upwards of $1K - $2K. I like the robust looking bearing design of the EFR turbo's too compared to Garretts plastic cage design, especially as E85 service stations are rolled out and more boost is shovelled through the turbos.

double post

Dimensions as follows Height 330mm x Width 280mm x Length 290mm (Length 380mm including rearward facing mounting tabs) To give you some perspective - I dummy fitted it in my s15 engine bay and it fits except for the height being too tall. Trim the bottom off and feed in a CAI and your done. I bought the FG XR8 airbox for my FG G6E turbo, the stock one will be fited to my s15 adapted for a pod filter. The engine bay is like a furnace after giving it a thrashing and this seemed the simplest setup that could be had at a reasonable price to keep the intake temps cooler. The only difference between XR8 and the stock G6E/XR6 turbo is that the snorkel inlet on the XR8 airbox is much larger. If your not using this anyway (block it off and adapt your own) then the difference will come down to pricing. The complete XR8 airbox was $225 from Ford.

Possible fitment issues to. The wastegate actuator is hanging in the breeze a bit. Needs a billet blow off valve cover too

I agree, the GT35 turbine can seem to accept more compressor and as you say especially in the 1.06 A/R format. Me thinks the GTX35 might work (albeit not necessarily for a stocish RB). My rationale is as follows. GCG do a TO4Z comp build onto an internally gated GT35 CHRA/turbine to bolt onto for the XR6 turbo. See here http://www.gcg.com.a...mart&Itemid=101 On a Ford 4 litre (yes I know it has a few more cubes than an RB25, but the RB can rev a little harder too) the above GCG hybrid turns out around 379rwks (just over 500rwhp) bolted onto the stock Ford 6 log manifold with cooler, injectors, exhaust and tune - see here http://www.fordxr6tu...et/page__st__90. Not bad for a bolt on internally gated hybridised turbo on an OEM log manifold. The upshot of my ramble and these comparisons is that the GTX35 in the larger ex housing size could work on the right motor.

Do we know this?

Correct. In fact I have my 3076 52 trim spooling earlier than my previous 3071 on my SR20, the qualification here is that I also fitted a 3.5 inch turbo back exhaust (previously 3 inch turbo back exhaust with the 3071). The dyno says it also makes more power earlier, and my bum confrms it.

I say split the difference and get a GT3076 with 52 trim comp from GCG. GTX3071 is just a GT3076 in disguise GTX3076 is just a GT35 in disguise.

Personally I wouldn't waste my time with that turbo, no one uses them for a reason. Sure you can use those housings but when the factory fits a 1.06 open housing with a GT35 turbine and makes around 550nm of torque by 1900rpm. Add boost, fuel, cooler, exhaust and tune in the case of the factory F6 Falcons and your looking at 350rwks - 370rwks without breaking a sweat. So it seems like the factory sized turbo has good low down torque with reasonable potential for top end. http://forum.rdpbris...ic.php?f=4&t=80

I run the twin scroll .78 housing on my sr20 with a 3076 (52 compressor) and run a 3.5 inch dump off the back of the housing. It works well but is a tad too small for an RB25 IMO......and definately too small for a 4 litre Falcon motor when you consider they have a GT35 turbine in a 1.06 open housing in standard form. Whilst the Ford motor might not rev like an RB they still make bulk hp low in the rev range meaning you still need a decent flowing exhaust housing and turbine.......the twin scroll .78 housing will just choke it.

or if your really adventurous ...the factory pod filter setup in the new Coyote supercharged Fords could possibly be made to fit? http://www.caradvice.com.au/85953/fpv-gt-gt-e-gt-p-gs-supercharged-coyote-v8-review/

FG XR8 Airbox and snorkel with K & N panel filter fitted to FG F6 turbo. Good for tad over 500rwhp....maybe more. http://forum.rdpbris...ic.php?f=4&t=80 Given the long intake tract to the other side of the engine bay in a stock F6 I dare say it would be more efficient with shorter inlet tract in a GTR . Also being plastic - less heat soak. Can be modded to fit a pod filter inside. I have one of these at home......so if you want dimensions just ask. My 2 cents.

Problem is the turbine and exhaust housing are likely to be choking the compressors true potential - basically its a GT35 flowing compressor being turned (and choked) by a GT30 turbine. E85 and/or larger ex housing would be the answer IMO. Now I wonder what the GTX35 would be like in my turbo falcon with 1.06 ex hsg.

A comparison for you: GTX (above) VS GT 3076 52 trim twin scroll .78 (below) on SR20 on same dyno at around same boost. 4000rpm 100hp (GTX) vs 240hp twin scroll GT 6350rpm 390hp (GTX) vs 388hp twin scroll GT Peak 408hp (GTX) vs 388 hp twin scroll GT Twin scroll...virtually more torque everywhere and hgher peak

S2000 and GTX 3076 with Tial .82 hsg http://www.s2ki.com/...c=788561&st=875