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discopotato03

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About discopotato03

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  1. I was just looking at the dimensional drawings at the ATP site , it appears that Garrett have used three slightly different compressor housings . The G25-550/660 and G30-660 use a 0.70 AR housing , the G30-770/900 and G35-900 a 0.72 housing , and the G35-1050 a 0.75 housing . From memory their diameter's are around 170 190 and 205mm . A
  2. I'm curious to know what Gibson Motor sport ran on the Group A cars in the day .
  3. I think I saw a post on Honda Tech saying something about Garrett altering the G30 turbine trim to be something like the NS111 60mm turbine . I'd have to check but I think they were 76 trim.
  4. I'm really interested to see how the G30-660 will go on 2-2.5L 4s and 6s .
  5. All I could find was this but there is nothing in it . https://www.atpturbo.com/mm5/merchant.mvc?Screen=CTGY&Store_Code=tp&Category_Code=G30660
  6. I agree about the 30/35 size , but as I've said in the past I'd like to see a G28 as well because gut feeling is that a smidge more turbine than the G25 with a couple of compressor options is probably going to cover much of the hot roady needs . If Garrett really does want volume sales they really need T3 and T4 turbine housings because for many 3" V band isn't an option . I'd like to see a G28 or G30 become the modern GT3076R T3 Integral Wastegate replacement . A .
  7. Has anyone seen any details about the T4 twin scroll integral waste gate housings that are said to be available for these G turbos . A .
  8. Out of curiosity how does the GT3584RS stack up against the above mentioned turbos ? Not sure if they are available in a proper T4 twin scroll turbine housing though . Cheers A .
  9. Sacrificing CR is a way of saying no we haven't found a workable method of stopping our forced lump from detonating . I'm not sure what range of compression ratios you talking about and I sense that you are not very aware of what factors affect measured CR .
  10. Wow , all I can say is calculators don't build engines for manufacturers or race teams . There are some very simplistic ideas being promoted here based on guestimations being pushed as fact . All I can say is that very few engine are ever anything like 100% volumetrically efficient and trying to add a bar of pressure to a compression ratio is hmm - maybe optimistic . Way too many factors shoot that one down in a screaming heap . My take is that detonation is a factor of heat and pressure , whatever starts an unplanned combustion event . With static compression ratios , many things have run very high ratios but it is hard to argue that it slows down the way an engine revs . If you don't think so go search for some data on compression pressures vs combustion pressures . Fact . What higher static compression ratios do for you is increase the dynamic or actual compression ratio at less than full throttle . ANY restriction in an inlet tract will limit how much air a cylinder can inhale and if it aint full when the valves are ALL closed good luck getting the measured or "static" compression ratio . Then you can throw in hot cams that open inlets earlier and close exhausts later , and generally increase the overlap valve timing , and you start loosing trapping efficiency . The less there is to compress means you get a lower dynamic or effective CR . Hot cams are designed to allow an engine to rev higher , to make more power at higher revs . Don't ever lose sight of the fact that all you have to charge an NA engines cylinders is atmospheric pressure - period . Real word an engine CANNOT suck air in , all it can do is create an area of lower than atmospheric pressure into which the greater 1 bar at sea level can push itself into .
  11. Hi all , I need an RB25 Neo turbo cylinder head complete with standard valves and cams . Cam covers and a CAS would be handy but not essential . I prefer unmolested and don't mind freshening it up . Cheers from Adrian in Sydney .
  12. Interesting point about the firing order difference between an inline 6 and 4 cylinders . The four having a flat plane crank will be different to the usual I6 having 120 degree phased crank pins . I know of flat plane V8 cranks but I've never heard of a flat plane I6 crank . My guess is that most RBs , because of their capacity and being dimensionally based on the RB20 block , are a little short in their strokes and rod lengths . The RB30 is a big departure because being 3/4 of an inch taller block wise allowed a longer stroke and rod length . Also being approximately 3L the cylinder size is very similar to many 2L four cylinders . A .
  13. Well if the G30 is going to be how some here expect it to be then I can only hope there will be a G28 , or a least a G28 turbine option . Sort of like a 6758 wheel size wise but less bulky .
  14. I agree , the people at Evom are saying that the G30 may be released in 2019 possibly at Sema . I reckon they could have sold many more G30s than G42s but they obviously decided to cater to the drag fraternity .
  15. I'll reserve judgement until the G30 and 35 are released and the market gets to test them . Garrett is obviously putting them up against the older GT versions and the market will soon know if they aren't much if any better . I'm most interested in the G30 and how it goes response wise compared to the GT3076R/GTX3071R . I'd like to see a bit less inertia and a bit better wheel efficiencies , in other words same power as a GTX3071R with better spool . A .
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