i am trying to figure out what turbo i purchased with my engine. the exducer A/R is 1.0 and the inducer A/R is a .60 very clearly. it's only oil cooled. I did some searching on garretts website, and from the looks of it is that a gt5533 exducer, which is optional, mated to a gt32 inducer? the only other numbers really on the turbo was on the compressor side which said M24 and 2CD1500 and RD1000 it appeared. none of those numbers are in garretts site info for the turbo section. but i believe it was once a factory turbo on something possibly?

 

inducer and exducer refers to parts of the wheel... i think you have your terminology a bit confused

 

Ya, your terminology is way off. Compressor and turbine WHEELS both have inducers and exducers.

I'm sure you meant "hot" side and "cold" side or even better compressor housing A/R of .6 and turbine housing A/R of 1.0.

There is NO WAY to tell what turbo you have unless you take the compressor cover off and measure the inducer (small part of the compressor wheel that you see in the turbo inlet) and measure the compressor exducer (the widest part of the wheel inside the compressor housing). The same should be done for the turbine wheel to better judge the exact turbo, but its most likley a P-trim if it has a 1.0 A/R turbine housing (the reverse is true for the turbine wheel, were the widest part would be the inducer and the small part that you'd see out the turbine disscharge would be the exducer). The measurements must be pretty precise, using a mic or calipers, so forget using a ruler or tape measure. Sounds like its either a T04B or T04E, which trim I don't know without measuremments. T04B will have 8 paired inducer blades, T04E will have 6 paired inducer blades..... if someone stuffed a 60-1 in a T04B or T04E compressor housing, it will have 7 paired blades. Its possible to be a GT series but unlikely, they normally come with a T04S compressor housing with a .7 A/R and 4" inlet/2.5" compressor disscharge.


~Mike..............

 

haha yea. i kept reading more later that night and realized my terminology is off. helps to continue reading. i will just have to take it apart and look at it. not a problem. thanks

 

i finally took the turbo compressor housing off today. i think its a to4b. there were 8 paired blades, the inducer was 2.75" and the exducer was 1.75"

i was hoping someone maybe knew the torque specs on those turbos though. They felt just snug when i was taking them out.

 

Termology still botched up. On the compressor the inducer would be the smaller or minor wheel diameter (the portion you'd see looking into the turbo inlet on the compressor housing THE ACTUAL WHEEL, NOT THE COMPRESSOR INLET). The exducer would be the major wheel diameter, the portion inside the compressor housing (the biggest part of the compressor WHEEL).

2.75 and 1.75 ??(I told you it had to be measured using calipers or mics, not a ruler) its freaking small, are you sure that its correct? The smallest T04B is the S-Trim and it even has a 1.9" inducer and 2.75" exducer. That turbo is small, too small. Or...... are you measuring the compressor housing INLET and Disscharge?? If so, that does no one any darn good. Re-read what I wrote earlier.

Btw, torque should be "snug" and maybe 1/8 turn.

~Mike.............

 

well i was thinking properly, i am just dyslexic i guess. i know the smaller of the two is the inducer and exducer is the larger inner most diameter. i have been reading garretts turbo 102, good stuff. but yea i measured and my father measured we were right there 1.80, it was off just .005 before. and 2.752 exducer which converts to 69.9008 and 45.72. The only history i know of this turbo is that it was rebuilt, and the previous owner believes it was a remanufactured turbo, he believes it was from another vehicle, the housings themselves say: comressor a/r .60 and turbine 1.00. Using garretts equation for trim using those two numbers i got 42.78 trim???

formula being (45.72^2/69.9008^2)*100=42.78 trim. i am just very lost with this turbo. i do not see any numbers close to this on garretts website. its going to be used on the damn car though, its larger than the factory, and it spins very, with no shaft play

 

so i got a new compressor wheel in. This time its a lot closer to what i was looking for. measured out to be 2.271" inducer and 2.996 exducer, converted it to 57.683 and 76.098mm. using the (inducer^2/exducer^2)*100 formula it was like 57.458 trim.

What would be the ideal A/R compressor housing to run for this?

I am going to be running here shortly(should be by the end of december, got almost everything!) Rtek 1.8, 3" dp, no cats, RB catback, SAFC tuner, 720cc primaries, 1000cc RC engineering secondaries, corksport intercooler, its ported, all the emissions restrictor plates are in place, no ps, no ac, 6 puck ACT clutch.

looking for 300-350hp, im looking for more mid to upper rpm power, i drive a lot of interstate, and this will see the track.

could anyone telll me what the M24 stands for? is that like the manufacturer? i measured the intake and it was right around 2" for where the inducer sits

 

OH yea. I can get ahold of genuine turbine oil. its practically clear, and is incredibly expensive for the amount, but i can get it for pretty much free.

would it be in any way beneficial to running a seperate oil pump and oil cooler for some really high grade turbine oil? Maybe life expectancy? Just curious if anyone has ever experimented with something like this.

 

uh ya kinda i mean its more of a story that goes around people that work on jet engines.

Story goes a guy used the MIL spec oil in his car cause he also got it "cheap" unfortunatly its specificly designed for a certain type of use seals and temps. needless to say his car decided to up and die on him leaking oil all over the place. basicly the oil ate all his rubber seals which werent compatible and destroyed his engine cause it did not have the correct shear properties to it being designed for a ball/roller bearing jet engine(incorrect weight).

now put this to practicallity in your idea sure it may work with say a ballbearing turbo but most likely not a journal bearing turbo. look into the oil some of the centrifugal superchargers run like maybe paxton but i doubt that oil is designed for your temps being a turbo not a supercharger. as well as building a second oil system???? really save your money on the 2nd oiling system and run better oil coolers to keep oil temps in check and the money you will save will easily pay for the 250dollar rebuild of your journal bearing turbo and be good for the next say...7yrs.

z

 

nice thats what i needed to hear bout the turbine oil. yes its a journal bearing until i can save for a larger bb turbo. might be another 2 years 3 years though before i look into it