T25 Turbo Map for 3B.

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hey dickweed, once again you show you do not read my posts.
i never ran down the T25 (got proof i have?)
secondly i have been recommending a .48 AR ratio, long before you ever came to this board, for city or acceleration and the .65 for highway performance.
thirdly, if you do not want your loyal followers to be able to secure an adapter for a reasonable amount and quickly, that is no sweat off my balls.
i critize your arrogance, your being a book worm and a Rover boy.

i will take my info with me as i tell you to fawk off.

Dougal said:
Which turbo? Given your previous scorn of the T25 I find it interesting that you'd buy an adapter to fit one.

There are dozens of different turbo flange profiles, all requiring different adapters. The one Diesel42 made is specific to the new garrett GT20 but can be easily adapted to others.
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crushers said:
hey dickweed, once again you show you do not read my posts.
i never ran down the T25 (got proof i have?)
secondly i have been recommending a .48 AR ratio, long before you ever came to this board, for city or acceleration and the .65 for highway performance.
thirdly, if you do not want your loyal followers to be able to secure an adapter for a reasonable amount and quickly, that is no sweat off my balls.
i critize your arrogance, your being a book worm and a Rover boy.

i will take my info with me as i tell you to fawk off.
Click to expand...

Proof like this?
Crushers said:
i leave the mapping to the pros since i do not understand the AR ratios and these people make a living khowing the intricacies of turbo application to the engines and driving style of my units.
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From here: https://forum.ih8mud.com/diesel-tech-24-volts-systems/157974-garrett-turbo-q.html#post2322925

And this:
crushers said:
me, i pay people to design the turbo, i pay to have the proper intercooler designed and it works. if it is ourside peak efficency, tough ****.
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Yes you have derided the T25 turbo choice, but that thread was deleted due to name calling. Looks like it's still happening.
 
Your map is missing but could you plot the 3B onto the 2056 map TurboByGarrett.com - Catalog

I'm wondering if the 2056 would be a better match with a smaller .46 AR turbine but it flows more than the 2052. Maybe the 2056 wouldn't need as much boost to make the same power as a 2052? I'm looking to run about 14-15psi. But I'm still struggling to get my head around reading compressor maps.
 
R2HKS said:
Your map is missing but could you plot the 3B onto the 2056 map TurboByGarrett.com - Catalog

I'm wondering if the 2056 would be a better match with a smaller .46 AR turbine but it flows more than the 2052. Maybe the 2056 wouldn't need as much boost to make the same power as a 2052? I'm looking to run about 14-15psi. But I'm still struggling to get my head around reading compressor maps.
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The 2056 is a good turbo for those looking to wind up the boost and power at some stage.
But IMO trying to get lots of power from an old IDI engine is asking for a lot of trouble. If you want to stick to around 10psi boost the 2052 is the one to get.

Turbo sizing is compromise, a bigger turbo will cost you more and more bottom end torque.

The adapter mentioned earlier is complete and simple enough to make in a home workshop. Simply send me a message with your email and I'll send out the drawings.
 
Buy a used turbo from a saab 2.3lt or 2.5lt its made by mitsubishi( T3 flange) ..will work in a 3b or 14bt..if you have a exhaust manifold like the one that comes the turboglide kit...
 
Hi Dougal, The maps that you have done would they hold true for a 13BT compared to a 3B? Main differences being a different cylinder head?

I am trying to learn this turbo stuff and figure out what to do to get a nice efficient 15+ psi through my motor.
 
Hulsty said:
Hi Dougal, The maps that you have done would they hold true for a 13BT compared to a 3B? Main differences being a different cylinder head?

I am trying to learn this turbo stuff and figure out what to do to get a nice efficient 15+ psi through my motor.
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Yep, same displacement and that's the biggest factor. The next size up is the GT2056, I'd suggest that one for a 13BT if you want to run more boost.
 
Thanks for that mate, do you have inkling on how that would peform on a 13BT? compared to the standard CT26. ie spool up and boost potential, I'm going to have to do some more reading tonight on what all the factors etc are and learn some more about turbo selection.
 
Hulsty said:
Thanks for that mate, do you have inkling on how that would peform on a 13BT? compared to the standard CT26. ie spool up and boost potential, I'm going to have to do some more reading tonight on what all the factors etc are and learn some more about turbo selection.
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It will spool up a lot quicker than the CT26, that's the biggest difference you'll find.
How much boost do you want/need to run? I understand the 13BT didn't run much boost from the factory.
 
Mine when I got it was on 7ish psi, I have a boost controller that now has it peaking at about 13.5psi at 3000rpm. I have made no fuel or exhaust mods (except for muffler removal) and it is normally on about 10psi which hits at 2200-2300rpm with my 33'' tyres. I was planning to do the exhaust, dump pipe, up the fuel a little and fit my water to air intercooler and get to a more efficient setup with the CT26.

But i've just come to the conclusion my turbo needs a rebuild (leaks lots of oil into the intake system) so am tossing up my options. A turbo shop rebuild is similar to the cost of a new garrett, I might tackle the rebuild myself i have a damaged 1HDT CT26 to practice on, or get a new turbo.

Bascially most of my driving is in the 1300-2800rpm range and I want a more punchy efficient setup, that when driven sensibly will hopefully give good fuel economy as I do over 400km a week. Currently at about 11L/100km. The flipside is that when I sink the boot into it I want good torque to spin up my 35'' tyres and hold 100km/h on the road without my temps sitting at +500C constantly which they currently do. Pyro is currently post turbo but I will move it pre once the turbo comes off.

Maximum boost I was thinking about 15ish over a decent rpm spread, I am not to sure if I could reliably go much higher.
 
Hulsty said:
Mine when I got it was on 7ish psi, I have a boost controller that now has it peaking at about 13.5psi at 3000rpm. I have made no fuel or exhaust mods (except for muffler removal) and it is normally on about 10psi which hits at 2200-2300rpm with my 33'' tyres. I was planning to do the exhaust, dump pipe, up the fuel a little and fit my water to air intercooler and get to a more efficient setup with the CT26.

But i've just come to the conclusion my turbo needs a rebuild (leaks lots of oil into the intake system) so am tossing up my options. A turbo shop rebuild is similar to the cost of a new garrett, I might tackle the rebuild myself i have a damaged 1HDT CT26 to practice on, or get a new turbo.

Bascially most of my driving is in the 1300-2800rpm range and I want a more punchy efficient setup, that when driven sensibly will hopefully give good fuel economy as I do over 400km a week. Currently at about 11L/100km. The flipside is that when I sink the boot into it I want good torque to spin up my 35'' tyres and hold 100km/h on the road without my temps sitting at +500C constantly which they currently do. Pyro is currently post turbo but I will move it pre once the turbo comes off.

Maximum boost I was thinking about 15ish over a decent rpm spread, I am not to sure if I could reliably go much higher.
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I'm thinking the GT2056 will be fine for you. It'll give a lot more down low and you'll get peak boost sooner too.
There is also the GT2259. Ask for a price on each of those. The 2259 will give you more topend but should still spool up a lot faster than the CT26.
 
Hulsty said:
Thanks mate I'll start hunting down pricing and adaptors, from my currenlty very limited knowledge I should be looking at turbine housings with a A/R of about 0.5 for better response?
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These ones don't seem to have housing options in the catalogs, but your turbo retailer can give you the final word on that.

I have adapter designs, but these appear to be the common T25 flange so you might be able to find some easily enough.
 
Hulsty said:
GT2259 looks cheap, maybe to cheap.

Turbocharger Genuine GARRETT GT2259 HINO JO5E T3 Flange - eBay Turbo Parts, Performance Parts, Car Parts, Accessories, Cars, Bikes, Boats. (end time 28-May-10 01:37:33 AEST)
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That's cheap enough to buy one and see how it goes.
The J05E engine appears to be a 135kw 5.2L diesel. But it only does 2500rpm max.
http://www.gsgnet.net/c/c.aspx/HIN001/productspecs

This is the largest turbo I'd consider putting on a 13BT, it won't give as much low end torque and boost as the other turbos I mentioned, but the price is right.
Notice the exhaust inlet flange is orientated differently to every other T3 turbo.
 
Hulsty said:
Is a CT26 flange pattern square? It then would be easy to rotate the flange to fit.

Would this be a step backwards from a CT26? Or still an improvement, just not quite as good as a the GT2056?
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No the CT26 pattern isn't square (73x80mm bolt pattern) but you won't have too much trouble getting an adapter plate modified.
This turbo will still be a step up from the CT26. It'll give more top end than the GT2056 but not as much low end.

Turbo sizing is all about picking the compromise which suits you best.
 
Rang up a turbo shop today getting pricing on the GT2056, he just about fell over when I told him what it was for and said to small. He recommended a GT2554R, but the only reason he could give me was that "yeah I've done heaps of diesels" Didnt fill me with confidence.
 
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