Evolento.
Ok, here is the truth. The turbo you have pictured is our GT35RLE with the TO4E compressor cover (3" inlet, 2" discharge .60 A/R). Yes, this turbo also comes from Garrett with the TO4S comp cover (4" inlet, 2.5" discharge .70 A/R). We have 3 compressor cover options for this turbo, but on DSM applications, in order to clear the block with most manifolds out there, we typically spec the TO4E comp cover. This cover is also the one that we typically have the internal wastegate actuator in the correct orientation on DSM applications.
From the looks of the pictures you have posted, that turbo looks like it has our DSM style, internally gated turbine housing and might possibly be a Buschur kit. There is also a part number on the turbine housing that will help clarrify its identity. If the housing is internally gated with the divider wall removed, it will have the part number THM3-35RW. If the divider wall is there and used with the stock or ported O2 housing, the part number should be THM3-35RWD. One thing, I'm not exactly sure if this configuration will fit properly on most EVOs. However there is a solution if you can't get it too work. We do offer other turbine housing options for the GT35R turbo. T3 4-bolt and 5-bolt as well as T4 Tangential V-band housings. Anywho, the easiest way to identify a true dual ball bearing GT35R turbo is this, it has an oil inlet with built in restrictor (kinda looks like a nitrous jet inside the oil feed hole) and an oil outlet, as well as two water ports which are the same thread. In your picture, you can clearly see both the oil feed port and the water port. All of the non ball bearing GT series turbos are oil cooled only. No water cooled center sections are offered on the newer Garrett GT series non ball bearing turbos. We rate that turbo to support up to 650 fwhp when maxed out. (typically 32-36psi) Lots of customers have made 560-590 awhp when pushed very hard. Also, another way to ID the turbo, on all of our compressor covers we engrave the model of the turbo on the compressor cover discharge. The discharge is the portion of the compressor cover where the compressed air leaves the comp cover. Typically where the intercooler hose slips onto the comp cover is the discharge. Your turbo should have these marking on the comp cover discharge GT35RLE. Unless they have been removed or disfigured. Here is the link for more info on how to properly ID our turbos.
http://www.precisionturbo.net/idturbos.php

Also, one of the biggest mis-conceptions about GT turbos is that they are all ball bearing. This is not true. Whenever you see the letter "R" in the part number, it is in fact a true dual ball bearing turbo. No "R" means non ball bearing.
Here is the link to Garrett's current line up of turbos available through us.
http://www.turbobygarrett.com/turbob...ochargers.html

Either way, you have a really sweet turbo there. Not too mention GT35Rs are very hard to come by these days. FYI, testing has proven that on properly tuned cars, when comparing a non ball bearing turbo vs a similar ball bearing turbo, there is a 500-800 rpm difference in spool up between the two. Proven time and time again, however, this is only when the two turbos are configured the same or have the same style turbine housing. Example: GT3561E non ball bearing with a DSM style turbine housing compared to say this exact turbo you see here GT35RLE. There is a difference in spool up.
If anyone ever has any questions about our products feel free to email me anytime at this addy.
patrick@precisionturbo.net
Or, give me a call at the shop.
219-996-7832
Hope this helps a little.

Patrick
Precision Turbo & Engine
Territory 1 Sales Representative
www.precisionturbo.net

 

Patrick, Thanks for taking the time to post. It is very informative. What are the boost limits with the internal waste gate and how much difference will running an external gate make?

 

No problem Robert.
Typically we use the adjustable Heavy Duty wastegate actuator on internally gated turbos. This actuator has a low setting of 18psi and typically maxes out at around 30psi. Earlier someone mentioned that boost control is alot better when running an external wastegate. This is true. The internal gates are typically spec'd for street/daily driven cars that want to retain the factory style boost control, or are happy with running 18-28psi. On pretty much all applications that we offer internally gated options (4G63, Turbo Buick, Syclone/Typhoon) once you get to the magic 600 fwhp range, boost control tends to be a little dicey. Not saying some have not done it, just that it makes boost harder to control. With external wastegates, you can run either a manual bleeder valve or an electronic boost controller and have pin point control. We typically recommend external wastegates on applications above 600 fwhp.
HTH
Patrick

 

Thanks, exactly the information I was looking for , rr

 

that aint no ball bearing. its a cheap ebay turbo. lol

 

He just proved it is.

 

Thanks Patrick, your information helped a lot! I appreciate it.



ughh, ok? no comment...

 

Wow man, WOW- I Wish there was someone as informative and helpful as you on Turbomustangs.com - Too bad everyone there is an *** and makes you search

Patrick for president

 

Your car aint no blue evo , Its a blue civic!!


Chriszilllaaaaa!