Anyone playing with these yet? I can't find anything on the tube or interwebs as far as the Honda applications go outside of a kit for the newer civics.

Goal: 300whp w/matching TQ and an amazing powerband on pump 93
B18B1 Crower 403s/Full Valvetrain
60mm G25-550 V-Band setup .72 A/R
​​​​​​DW340 fuel pump
1000cc EV14 style injectors

The compact size and great efficiency is what drew me in as my goal was to run a unique compact intercooler set-up.

PLOT TWIST: Sticking to the tried and true adage of "there's no such thing as a free lunch..." the turbine exit requires a whopping 3.5" exit downpipe! I wanted to use a ram-horn style set-up to keep her boost friendly as possible WITH a/c but I'm almost certain a top-mount is required now. Hence why I was trying to get pics of any setups etc. I heard there's a d-series setup that did great numbers but can't find anything on it.

 

You can get a reverse rotation turbo and make a custom mini ram. It will be very short and close to the block. It will help both downpipe and keeping a/c.

 

I'm actually in the process of selecting a new turbo for my setup and the G series has crossed my mind. Was going to do a GEN2 Garrett but with only a small price difference the G series seems like the better buy with all the claims of how badass it is lol. As far as dyno numbers I know AMS maxed out a EVO on a G25-660 it made right at 620hp. A few subie guys and VW/Audi guys are using the turbos but so far nobody from the honda camp.I think the price is what pushes the honda guys away. Also where are you reading that you need a 3.5in downpipe?

 

I'm also interested in the G25 turbos, but on D-series. Hopefully I don't have to upgrade for a while, but when I do, I may consider it.

Just FYI, I'm making 315 whp / 310 wtq on a D16 with the Turbonetics TNX 20/60 on a cast manifold, and I still have AC and PS.

 

660 compressor requires 0.9 a/r to go above 500 hp.
With the 0.7 housing you have to go with the 550 compressor wheel Thats actually a better combo with the g25 turbine wheel anyway.

 

do you think the .92 a/r will do roughly 530 whp on pump gas? on a 2.0L GSR?

 

The vband outlet flange on the turbine housing for the G series (550 or 660) is a 3.5" (if using the T25, T3, or Vband in/out turbine housing). G42 is 4".
I'd LOVE to see a 3" outlet option come up.

 

Wow that's pretty crazy! I'm assuming it's so large to expel all the exhaust energy it makes as fast as possible. Will these turbos with the t3 flange work in conjunction with your mini ram and ramhorn manifolds in pulling off a 3.5in downpipe Greg?

 

Yes, I'd just have to make a tight (tight as possible) radius downpipe for it...or build a bottom mount offsetting the placement to the right to allow for a little more room.

 

You would need all else around the turbo to be on the 600whp build scedule to make it happen on 93 imo.
Like top mount manifold. Super eficient intercooler, aftermarket intake manifold and butterfly and good cams.
It might happen but i believe its pushing it.
Get the G30-660 (5455 sized) with the .63 turbine housing. Thats the turbo you want on 93(100) pump gas considering spool happy 500whp setup is whats needed.
Ive researched a LOT about G25 results. Noone got impressed with the .72 power and noone got impressed with the .92 spool.
G25 a B16 turbo imo...

 

Hmmmm I dunno scared to spend that much and not reach my goal. Might just go with the STC predator lol

 

You know that you'll be close to that amount by the time you add the proper restrictors and fittings with a standard Ball-Bearing CHRA turbo, right? "Buy Once, Cry Once"

 

Awesome feedback, Greg definitely seems like the most ideal guy for the job, I wish I could see some set-ups beforehand but I'm excited to get things going. So surprised more set-ups haven't been thrown together.

 

Again, for Hondas, you won't see that often due to what was stated before. Most Honda enthusiasts just aren't willing to invest that deeply into setups like this.

 

Strictly due to pricing... C.R.E.A.M... The price and the "majority of the Honda community" just aren't on the same page. Advancements and tech are geared toward making the "small" turbos highly efficient. I love it, but at the same time people still buy "over sized" turbos because they are far less expensive overlooking efficiency completely.

 

Based on physical dimensions, do you think either of the G25's could be used on a D-series with AC in an EG chassis? Which manifold would you think you would use...RR? More efficient small turbos means a wider power band (earlier spool) at the same hp as a larger turbo, correct?

 

Right, the smaller more efficient race is where it has been at for the past few years. EFRs, the TNX, the G series...Gen2 GTX2XX...all in the same battle to deliver that "all over" efficiency out of a "smaller" unit. Same HP, higher boost pressure, wider curve.

They do offer a machined turbine outlet flange that is 3.75" and machined for a 3" tube (3" downpipe) direct weld when using the T3/ vband .92 a/r turbine housing. Which is a plus on a non a/c app because it would essentially fit the same as any other vband outlet T3 set up (five or take a 1/2"...I"d have to just make one and see...but the flange is now avail). That turbine housing is also physically wider, so I would call it a no go on an a/c app. It just cuts down on free room when there is already minimal space to work with. On the compressor housing side it would be fine. To make these smaller turbos work up top they have to use a larger turbine housing. I've got a TNX housing here similar (T2 inlet, 3" vband outlet) to achieve the "same thing". More of a "drop in" type turbo would be the .82 Gen2 GTX2867R. I'd have to look at the info side by side, but I know the power "rating" is the same between that and the G25-550

 

i can attest to gregs statement about these smaller turbos needing a larger housing for topend. As i went thru this with my tnx3060 turbo using a .65ar housing. After i switched to the .85ar housing, it was night and day in topend. I know its not a G-series, but i believe its the same case.

tony the tiger had some info on small turbine wheels with large housing also, yearz ago

 

How many rpm spool difference?
I believe 3060 with that 48/60 mm turbine wheel NEEDS bigger turbine housing to work that 60/78 compressor wheel... Thats a very compressor heavy combo imo.
Now 4060 with the same 60/78 compressor wheel. And 55/69 turbine wheel is a turbo i was thinking of getting and using .63 a/r turbine housing. And a comparison is really interesting...
Who knows maybe ill get it but im bit by the holset bug latetly .

 

id say its about 500RPMs sooner. But i also went with 3mm bigger pistons. And from 9.5 to 10.8 compression. I dont think that wouldve changed the turbos behavior up top. I think its just spool and more power across thd board. Had i still been on the .63ar housing, i think it wouldve still did the same thing. Just more power from before thd rebuild.

on the tnx 4060 turbo, you could just order both housings. Should only be about 200 us dollars.

i know looking at the wheel measursments, can be a turnoff. But gota remember, the new turbine wheels are redesigned, lighter, and whatever else they threw in there to make them more effecient. When i seen that the size was 60/48mm. I then took into consideration the measurements of the exducer/ inducer. I thought it was worth a try. And it did not dissapoint

 

aka S366 bandwagon lol

 

There is not just a wagon but, A WHOLE CARAVAN in the community. When a person starts thinking outside the box for a build or strays from a part that's "tried and tested", there is usually mass quantities of **** thrown in their direction. It hasn't been AS bad lately but, could be 1 of 2 reasons.. A- the die hards no longer give a ****, or B- they're no longer paying attention. So I see how bandwagons get formed. I admit: I have caught myself on more than 1 occasion suggesting items in a certain direction..

 

I actually typed S366...then changed it...don't want to offend, but yeah, perfect example

 

Ahhh no shade thrown at Borg Warner. That turbo gets the job done on setups that intend on utilizing it to its max potential but when you have a guy strap one on to a stock bottom end 1.8 gsr motor and making 450whp makes for a lazy and boring street car.

 

very similar scenario/ "turbo class"

right, application specific success. Some will always only look at peak power. This G series is geared more towards the "power curve" crowd.