We have narrowed the turbo selection down to the Garrett GT35 84 trim 0.94
A/R and GT37 82mm, 52 trim, 0.54 A/R or GT37-TO4 housing 76mm, 52 trim, 0.70
A/R as being the closest to the TO4e-50-P trim.

The Draw of the GT35 is it is a bolt-on with a TO4 manifold footprint.
The GT37 with TO4 housing is ambiguous as to whether the housing is the
turbine or compressor section therefore the footprint is in question.
I think the GT37 units are much closer to getting centered on the turbine
maps based on what we are guessing so far about performance (Cliff Manzke's
numbers)

The GT series is Garretts answer to the new performance market. They are all
ball bearing. Not sure if all turbine wheels in series are inconel or if that
is option.

My thoughts are this, although Greg's "no wastegate" approach worked for him,
if instead you go the wastegate route and use an adjustable boost controller,
although more expensive and complex to install, it adds an extra margine of
safety to the system and at critical times may be one less thing to monitor
and control. Going without means settling for "best guess" and I'm just not
one who is comfortable with that ambiguity.
Any thoughts, ideas, criticisms or advice?
...Chrissi

-Rotary RX-6 wrote:

Chrissi, I thought that you were after an A/R ratio in excess of 1.0. Isn't the A/R
ratio in most sports cars far less then 1.0 for acceleration purposes? Aviation
turbos I believe are around 1.3. Please correct me if im wrong. but the smaller the
ratio, the faster it will accelerate to increase velocity not volume. ????
This is such a great forum.
- 

 
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