I've been looking at the <U>journal bearing</U> GT32 over at ATP turbo. I'm guessing its the 46/67mm compressor, although Garrett shows 48/67mm and 51/71mm comps availible. The old catalog only lists the bigger comp. Now if it had the larger wheel, it would basicly be a GT3071R with a larger turbine. What I really like is the twin-scroll T3 housing with the 6-bolt flange (external gate), as well as the price. HALF that of the GT30R.

What I'm wondering if anyone has ever seen this used or used it themself, or at least have an idea how this would compair to a GT30R. THere are lots of people using the GT30 turbos here, but I've not seen a GT32'd car. Knowing that half the 'GT' difference is in the housing/wheel designs, I'm guessing this would spool nearly as fast (with proper manifold) as the 50/70mm S-trim compressor on my t3/t04b did on my 1.6L. I was getting 10psi by 4k rpm. I saw an old post on this turbo where a 3.2L Porsche spooled twin GT32's by 3400rpm.

My only other concern is if these chra's can be serviced. If it goes bad and I don't have to buy a whole new chra, its just another plus.

 

I've used a variation of this turbo as well as the original, and for the one that you've shown, that is a lower than 350whp turbocharger mainly spectacular for the LS crowd. ATP nor Garrett offer any options for that turbo (it comes standard with an internal wastegate, and a strange 6 bolt exhaust outlet which makes it difficult to find a flange.)

Myself, Precision, and I'm sure other designers typically get the compressor wheels, and don't bother with the rest of the system. As compared to the GT30R, it has a much smaller powerband as use for a smaller upgrade from the smaller series of turbos, and though can go quickly up to abou 350whp, due to its turbine wheel being smaller, it doesn't have exactly the same versitility as the GT30R. I use one our shop civic, but it's not made to make a lot of power anyway.

Yes, the turbo is completely servicable for rebuild.

 

I ran this turbo for the summer. I first had it on a Hotrex topmount , then later switched to an SLS shorty and picked up a ton of midrange. On my stock GSR block here are the numbers i made (limited by the stock map sensor at 10.5psi)


314.8whp 216wtq at ~10-10.5psi




And here's the difference when i switched from the CCFab topmount to the SLS Shorty





I bought it from The Shodan last winter. I think its a great turbo for any 300-400whp street setup. On the street i was seeing full boost by 3800rpm; however, the dyno reading says differently. If you have any other questions about it, i can try help you out since i ran this turbo for 5 months. Just let me know

 

<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by TheShodan &raquo;</TD></TR><TR><TD CLASS="quote">As compared to the GT30R, it has a much smaller powerband as use for a smaller upgrade from the smaller series of turbos, and though can go quickly up to abou 350whp, due to its turbine wheel being smaller, it doesn't have exactly the same versitility as the GT30R. I use one our shop civic, but it's not made to make a lot of power anyway.

Yes, the turbo is completely servicable for rebuild.</TD></TR></TABLE>

Well I'm looking for something that will spool fast (twin-scroll) and don't need much more power than street tires can provide for a D16 with full 3" exhaust and cam/intake upgrades. I'm curious how this turbo compairs to a similar t3/t04e such as a 50trim w/stg3 .63a/r exhaust. ATP offers the external-gated housing that has a big 6-bolt flange, which I can easily make on my own.


At risk of getting flamed... My main goal is to get a dual-scroll turbo, and make a rather unusual contraption to help spool time. Imagine an extension between turbo & manifold with a diverter valve inside. It would work by diverting all exhaust into one vane at low boost, then open up at full boost to split cyl 1/3 & 2/4 gasses into their respective vanes. Essentially its like how the Supra's sequential setup works, except I don't have to have any valve on the cold side.

The problem is the Holset turbos are a bit too big, expensive when new, and a GT28RS w/divided housing is easily too expensive for me.