This site contains car modification and auto upgrade information specifically for the turbo import Toyota JZX90 MarkII TourerV, however the principles applied here can be mostly utilised regardless of the make or model of motor vehicle.
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Garrett GT30R Turbo pt117/6/2005
The time has finally come when the twin ceramic CT12's will be replaced by a nice shiny big single turbo. As a matter of fact, the custom Y-dump that I installed on the twins has suffered quite a bit of thermal stress with significant cracks resulting. I suspected that the manifold gasket had blown, but it turns out the Y-Piece was attempting to become 2 I-pieces. A number of hot/cold cycles had obviously caused thermal fatigue and in some spots it looks as though the metal had almost melted!
Anyhow here is the new Garrett GT30R as it sits on my desk shortly after arriving. To say that I was like a little boy opening his Christmas presents is an understatement.
The nice thing about this turbo (apart from being a CHRA ball-bearing turbo) is that the inlet to the compressor housing has an almost bellmouth appearance. This clearly will provide a smooth flow of air into the turbo and reduce any chance of excessively low pressure on the intake.
To me it doesn't matter what angle I look at this turbo, it all looks great. I must say I can't wait to get this turbo on the car and see how it changes the power characteristics of the car. I certainly have high hopes and expect the car to become quite a different beast. If you look closely you can see a slight wave shape to the compressor blades and the doubled up secondary blades are visible too. Nothing like a shiny new turbo to brighten your day. Eventually I intend to polish the compressor housing but for now it will remain as is until the car is tuned and running properly.
I put my mobile phone in front of the exhaust housing to give a bit of prespective on the size of the turbo. It is by no means a giant monster of a turbo, however it is substantial in size, especially when compared to the tiny twins. Much like the intake side of the compressor, the outlet side of the turbine becomes considerably larger after the blades. This indicates that there should be no flow restriction at the outlet (and no pesky internal gates to foul things up either), and since I have a very free flowing cat back exhaust, the only possible area of restriction could be the dump pipe. When this is fabricated I will ensure that it is the largest diameter free-est flowing design possible.
The only important thing next will be to ensure a decent design manifold and sizable external wastegate so all this high flow goodness doesn't go to waste.
I placed the phone in front of the compressor as well to show its respective size. As you can see on the casting this turbo has an A/R of 0.7. The exhaust housing is a 0.82 and the compressor blade is 76.2mm diameter typical of the GT30 range.
One more photo just for the fun of it. I must admit that I took far to many photos from just about every angle to appease my excitement at receiving this package in the mail. It also serves the purpose of digitally recording important items and information. I took photos of all of the marking and serial numbers on the turbo and in the event of a theft at least I will know everything there is to know about it. This sort of record keeping and chronicling of every item and every step taken on the car I believe is invaluable and a great reference for a number of circumstances. For instance it is sometimes valuable to know the way something was before you pulled it apart so that you can put it back to gether again. Digital photos are perfect for this. I highly recommend taking as many photos of your car, parts and build up as you go. You will appreciate it later.
*Update* K-Type thermocouple 22/6/2005
While I was searching for a manifold and wastegate to mate my new turbo to the 1JZ motor, I decided to get a wideband sensor and computer to enable me to monitor the engine and program a new tune. I decided on the option of an additional K-type thermocouple temperature probe. The wideband computer can take this input and log it with the other engine sensors.
This type of temperature probe is capable of handling very high temperatures so I intend on mounting it at the collection point of the manifold which ought to be the hottest place for it. This way I can ensure things don't get too hot for something bad to happen.
*Update* Manifold and Wastegate 30/6/2005
The manifold and external wastegate arrives. Things are starting to get really exciting. I really wan t to get all this on the car soon. I still have to get a lot of littel things before I can install in though such as water lines, oil lines, breather hose for a catch can, not to mention modification to the intake and exhaust dump.
Anyhow here you can see the lovely coppery coloured manifold and quite sizable external wastegate. The manifold is a Blitz branded item and the wastegate a SGMA ER56 which usually comes with the Blitz kits. The wastegate, as its name suggests is a whopping 56mm diameter and is sure to be able to handle anything that a miserly GT30 can dish out. I am sure to be free of any boost control problems related to flow restriction. This baby with pass through as much as I will be able to give it without a sweat.
This style of wastegate uses a giant valve similar to an engine valve. The spring is incredibly stiff and cannot be compressed by hand. It is designed to easily hold 1.2 bar of boost pressure before it decides to begin to creep open. With a boost controller of course this boost level can be raised considerably, but it is good to know that this wastegate has the goods. Internally it is very smooth with no restriction apart from the valve stem so as long as the diaphragm is in good condition it is all systems go. I was advised not to remove the top cover to inspect the diaphragm as it could be damaged by this procedure so I used a simple test with the compressor at low pressure to determine that the valve was functioning correct.
This manifold is quite heavy and you can see how considerably thick the flange plate is. It is something like 13mm thick from memory so it should never warp. This bodes well for manifold life as I have heard a lot of bad stories about cheap stainless steel manifolds that crack after an unreasonably small amount of use. The quality of stainless has a lot to do with it and the grades to steer clear of are the 316 and the 304. A better choice (which is what I believe this manifold to be) is grade 321 which is a stainless steel which is alloyed with a small percentage of titanium to provide better high temperature corrosion resistance.
Of course with the manifold and turbo in the one room, the best thing to do is get together and have a party. I couldn't resist joining them together to get a better visualisation of what will eventually be in the engine bay providing a welcome boost in torque and power.
Compared to the twins the single turbo seems to sit much higher and at a slight angle. This angle presumably is to allow easier accessibility for the intake and easier routing away from the brake master cylinder for the dump pipe.
You can see how the wastegate sits upside-down at an angle below the manifold. From this view it would seem that it will not be easily visible from the top of the engine bay. This will be a shame because I do like being able to see the wastegate poking out from behind the turbo. I think if I were to design a manifold and wastegate arrangement myself it would be a low mount turbo so the bunch of bananas manifold is clearly seen and the wastegate would be sitting up behind it much like I have seen many low mount kits. Still there is nothing wrong with a nice big shiny high mount turbo on display.
Hopefully it will all fit nicely in the engine bay. I am not certain of this because the manifold is designed for a Soarer which has a considerably larger engine bay and there is more space especially between the motor and the shock towers.
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RECENT MODS CHRONOLOGY
5-Jan-2007
Turbo pages and Headlights
I have recently added a new page about my single turbo conversion. There is a second page yet to come, but page one outlines some of the supporting components needed as well as the turbo itself.
Page 2 will be forthcoming where I detail the fitment of the turbo, manifold and wastegate.
I have also added a page for modifications to my headlights that should be very useful for owners of import vehicles.
25-Jan-2007
Site Revamp
Wow, it has been a very long time since I worked on the site, but now I
am in the process of redesigning it so stay tuned as I add some more content
and attempt to bring this project up to date.
18-Mar-2006
Car Changes
Lots has happened since my last update on upgrades to the car. For instance
the car is now running a 2JZ bottom end and the gearbox has been completely
rebuilt with a stage 1.5 shift kit, beefier clutches and a 2800 rpm stall convertor.
To say that this has transformed the car is an understatement. The car is now
torque heaven, and is an absolute pleasure to drive. The lag that was sadly
felt with the 2.5L motor is now completely gone with the 3L and the stally.
When I can find time to update the site with the process I went through I will
do so. I have many hundreds of pictures to add.
Whatever your vehicle is, whether it is a turbo car or NA or a Toyota or other manufacturer, I hope that the automotive information on this page is of benefit to you as you take the path of modification and upgrade on your car.
Toyota JZX90 MarkII TourerV.