For a Turbo we selected the Garrett GTX3582R. The turbo features Garrett’s super efficient Gen II aero with its billet compressor wheel flowing enough air to make up to 850 hp. The Generation II aero can generate up to 20% more power over the previous version of this turbo over a wider operating range.
The Compressor wheel is 82mm in diameter with a 66mm inducer, a reasonable size considering the power output. A lot of flow with a smaller wheel means you have the potential for faster spool and better response. The compressor wheel itself is CNC machined from a near net shape forged billet. This gives better-oriented grain flow for better strength than a traditional cast wheel. With a higher strength billet, CNC machining can think out the blades and hub of the wheel for more flow, less weight for faster spool time and improved efficiency with no sacrifices in durability.
The compressor wheel sits in a ported shroud housing with a V-Band inlet which helps give a super positive charge pipe connection. The housing has a bung that’s pre-drilled and tapped for a speed sensor. The ported shroud allows air to bypass the compressor wheel as it nears surge, increasing the surge margin and reducing the likelihood of the turbo surging under high boost with low flow conditions. This is important as surge can damage the turbo.
To complement the Gen II compressor the turbine side features Garrett’s free-flowing GT turbine wheel with a V-Banded 1.01 A/R housing. This combination can flow an impressive 28 lbs/min. The turbo has a floating cartridge dual ball bearing center section that greatly reduces friction to the point where the time to torque is reduced by up to 50%. This will result in a much more responsive engine.
The floating cartridge means the entire rotating assembly of the turbo is damped since it floats unconstrained in oil, This reduces the effects of high order harmonic induced vibrations. Which will result in greater durability and long-term reliability.
To better package in the car, we got the turbo in Garrett’s new reverse rotation configuration. This is a great option to have available if you are looking for the best uncompromised way to fit a turbo into your particular application.
To reduce the potential for power robbing, and damaging, heat soak in the engine compartment we chose a PTP turbo blanket to keep the heat at bay. Using a PTP turbine blanket can reduce the overall temperature of the engine compartment by up to 60%. We have also proven by dyno testing that keeping the heat inside the turbine housing reduces turbo lag and improves turbine efficiency that can also increase power.
The PTP turbine blanket is made with a durable lava rock fabric on the outside with a calcium magnesium silicate wool insulating inner liner. The PTP turbine blanket can withstand 1,800 degrees of direct/continuous heat and a peak temperature of 2,500 degrees. This means your turbine housing will melt before the PTP turbine blanket!
Since we are potentially making a lot of power from a tightly packaged and responsive turbo system, we needed to have enough wastegate valve area to prevent any chances of boost creep. We decided to use dual Turbosmart WG40 Compgates instead of one huge wastegate for packaging reasons.
The WG40’s feature a 40mm valve and a free-flowing housing with a very compact actuator (probably the most compact in the industry) that can be clocked in 12 different orientations for a lot of fitment flexibility. With a silicon/nomex diaphragm and a coated stainless valve, the Compgates have proved to be both heat resistant and reliable.