Garrett Catalog V4

Garrett -Sponsored Drivers
www.TurboByGarrett.com
Garrett
by Honeywell
Honeywell
Garrett
Table of Contents
by Honeywell
Why Garrett? - History and Testing.................................................pg 4

Garrett Technology..........................................................................pg 5
Turbo Basics......................................................................................pg 6
Turbo Tech; How to Choose the Right Turbo - Gasoline ..................pg 9
Turbo Tech; How to Choose the Right Turbo - Diesel........................pg 13
Turbo System Optimization ..............................................................pg 16
Troubleshooting.................................................................................pg 19
Displacement Charts ........................................................................pg 20
Garrett GT & GTX Turbochargers...................................................pg 21
T-Series Ball Bearing Upgrades........................................................pg 76
Mitsubishi Evolution X Upgrade Kit....................................................pg 77
Diesel PowerMaxTM Upgrade Kits......................................................pg 78
Drag Racing-Specific Turbos.............................................................pg 81
Turbocharger Connection Sizes & Dimensions.................................pg 82
Wastegates & Blow-Off Valves..........................................................pg 87
Garrett Accessories.........................................................................pg 88
Intercoolers........................................................................................pg 89
Garrett GT Turbocharger Index.......................................................pg 90
Honeywell
Garrett
Why Garrett ?
by Honeywell
Garrett History
Garrett Testing
The heritage of the turbo business began in 1936 when

young Cliff Garrett formed his company in a tiny, one-room
office in Los Angeles. With encouragement and financial
support from friends like Jack
Northrop and Harry Wetzel, plus
$5,000 he borrowed on his own,
Garrett founded the company that
would later become the Garrett
Corporation. Number of employees:
1. Number of customers: 1.
Today, that business couldnt
be more different. Over time, the
turbocharging business spun off to
establish itself as a serious player
in the engine boosting industry.
Garrett product is produced by over 6,000 employees and
serves the leading global engine and vehicle manufacturers,
including Audi, BMW, Chrysler, Daimler Benz, DDC, Fiat,
Ford, General Motors, International Truck Co, Nissan,
Peugeot, Renault, Saab and Volkswagen.
Through names such as AiResearch, AlliedSignal, and the
Honeywell of today, Garrett has sustained its reputation for
revolutionizing turbocharger technologies generation after
generation. From its long list of industry firsts to its leadingedge patented dual-ball bearing turbos for high performance
vehicles, Garrett develops and manufactures the same
cutting-edge boosting expertise that goes into all Garrett
products. The fact that Garrett turbochargers are the
preferred choice of leading original equipment manufacturers
and many top race teams in World Rally, American Le Mans,
24 Hours of Le Mans, and Pikes Peak is a telling example.
A turbocharger is a highly technical product that requires

superior design and intensive capital to produce. It must
meet the most severe requirements that only a world-class
manufacturer like Honeywells Garrett brand can achieve.
Garrett is one of the few brands that subjects its turbos
to several OE qualification tests that ensure that Garrett is
only stamped on safe and reliable turbos! Some of these
tests include:
* On-Engine Durability - A 1,000-hour general turbocharger
durability test that is run on-engine in an engineering
laboratory.
* Compressor & Turbine Housing Containment - A compressor/turbine wheel is set to hub burst at a specific speed.
No portion of the wheel is allowed to penetrate a containment shroud surrounding the turbocharger; a test to ensure
safety.
* Shaft Motion - The
maximum tolerances
of the bearing system
are tested for rotordynamic stability beyond the maximum
turbocharger operating
speed. This means no
bearing problems and
a long turbo life.
* Compressor & Turbine Performance - The entire operating
range of both the compressor and turbine are mapped on a
Performance Gas Stand. These test cells are calibrated to
strict standards to assure accuracy and consistency.
* Heat Soakback - A turbocharger instrumented with thermocouples is taken
beyond maximum operating temperature
and shut down hard!
Repeat this test four
more times and make
sure maximum temperatures stay within
strict limits to avoid oil
coking or build up inside the center housing. This is particularly critical for high
temperature gasoline applications.
* Thermal Cycle - A 200-hour endurance test that cycles the
turbocharger from low temperature to glowing red every 10
minutes. To ensure long turbo life, no cracking of the turbine
housing or distortion of the heat shroud is accepted.
* Rotor Inertia - A measurement made to document the rotational inertia of the compresor and turbine wheels. Garrett
brand products are known for their high flow / low inertia
characteristics.
Today, Garrett continues to redefine the art and science

of boosting technology with advanced air management
systems for the full spectrum of modern engines. With over
30,000 turbos produced EVERY DAY, you know the Garrett
name is one you can trust.
Vistit www.TurboByGarrett.com for complete test list.
Honeywell
Garrett
Garrett Technology
by Honeywell
Garrett GTX Turbochargers

The next step in the evolution of the turbocharger is here!
Garrett GTX Turbos feature all new compressor wheels with
next generation aerodynamics and improved efficiency to
deliver wicked performance!
Garrett GTX Turbochargers provide higher flow and greater
boost pressure ratios beyond the world-class Garrett GT
Series compressor wheels.
* 10%+ Gain in flow over traditional GT compressor
wheel designs
* 10%+ Higher pressure ratio compared to traditional GT
compressor wheel designs
* Forged, fully machined wheels
(billet) for expedited release
* 11 Full-blade design for
improved efficiency and ultra
quiet operation
* Outline interchangeable with
Garrett GT Series turbos
* Garrett OE-quality for
unbeatable reliability
Garrett Dual Ball Bearing

The journal bearing has long been the workhorse of the
turbocharger. However, in the 1990s, Garrett engineers developed a radically new and extremely efficient turbocharger.
With wheel and bearing advances that provide crisp and strong
throttle response up to 15% faster than traditional bearings, a
Garrett turbo will accelerate your vehicle more quickly than
ever.
The patented dual ball bearing design also requires less oil to
provide adequate lubrication. This in turn lowers oil volume and
the chances for seal leakage. The lessened need for oil also
makes the bearings more tolerant to marginal lube conditions
and diminishes the possibility of turbocharger failure on engine
shut down.
The Garrett dual ball bearing cartridge gives better damping
and control over shaft motion allowing enhanced reliability for both everyday and extreme driving conditions. The opposed
angular contact bearing cartridge eliminates the need for the thrust bearing, commonly the weak link in the turbo bearing
system. The bearing system in the GT turbocharger allows for improved shaft stability and less drag throughout the speed
range.
While T-series turbos typically contain 54 components, GT turbos have an average of only 29. The 45% decrease in parts
diminishes the opportunity for failure and results in smoother operation.
A Garrett Turbo for Your Vehicle?

Garrett is the only brand to offer a searchable database for turbo kits using its product.
Visit www.TurboByGarrett.com and enter your vehicle into our Turbo Application Search Engine (TASE) to find a turbo kit
available for it using Garrett turbochargers!
Honeywell
Garrett
Turbo Basics
by Honeywell
How a Turbo System Works
Engine power is proportional to the

amount of air and fuel that can get into
the cylinders. All else being equal,
larger engines flow more air and as
such will produce more power.
If we want our small engine to
perform like a big engine, or simply
make our bigger engine produce
more power, our ultimate objective is
to draw more air into the cylinder. By
installing a Garrett turbocharger, the
power and performance of an engine
can be dramatically increased.
The layout of the turbocharger
in a given application is critical to a
properly performing system.
So how does a turbocharger get
more air into the engine? Let us first
look at the schematic to the upper
right.
Ambient air passes through the air
filter (not shown) before entering the
compressor [1].
The air is then compressed which
raises the airs density
(mass / unit volume) [2].
Many turbocharged engines have a
charge air cooler (aka intercooler)
[3] that cools the compressed air to

further increase its density and to
increase resistance to detonation.
After passing through the intake
manifold [4], the air enters

the engines cylinders, which
contain a fixed maximum
volume. Since the air is at an
elevated density, each cylinder
can contain an increased mass
of air. Higher air mass flow
rate allows a higher fuel flow
rate (with similar air/fuel ratio).
Combusting more fuel results in
more power being produced for
a given size or displacement.
After the fuel is burned in
the cylinder, it is expelled
during the cylinders exhaust
stroke into the exhaust manifold
[5].
The high temperature gas
then continues on to the
turbine [6]. The turbine creates
backpressure on the engine
which means engine exhaust
pressure
is
higher
than
atmospheric pressure.
A pressure and temperature
drop occurs (expansion) across
the turbine [7], which harnesses
the energy of the exhaust gas to
provide the power necessary to drive
the compressor.
What are the Components of a

Turbocharger?
Compressor Housing
Turbine Housing
Center Housing and Rotating
Assembly (CHRA)
Compressor Wheel
Turbine Wheel Assembly
(wheel and shaft)
Backplate
Bearing System
Oil Inlet
Oil Outlet
Honeywell
Garrett
Turbo Basics
by Honeywell
How Do I Choose the Right Turbo?
Selecting the proper turbocharger for your specific

application requires many inputs. With decades of collective
turbocharging experience, the Garrett Performance
Distributors can assist in selecting the right turbocharger for
your application.
The primary input in determining which turbocharger
is appropriate is to have a target horsepower in mind.
This should be as realistic as possible for the application.
Remember that engine power is generally proportional to
air and fuel flow. Thus, once you have a target power level
identified, you begin to hone in on the turbocharger size,
which is highly dependent on air flow requirements.
Other important factors include the type of application. An
autocross car, for example, requires rapid boost response.
A smaller turbocharger or smaller turbine housing would be
most suitable for this application. While this will sacrifice
ultimate power due to increased exhaust backpressure at
higher engine speeds, boost response of the small turbo will
be excellent.
Alternatively, on a car dedicated to track days, peak
horsepower is a higher priority than low-end torque. Plus,
engine speeds tend to be consistently higher. Here, a
larger turbocharger or turbine housing will provide reduced
backpressure but less immediate low-end response. This
is a welcome trade-off given the intended operating
conditions.
Selecting the turbocharger for your application goes
beyond how much boost you want to run. Defining your
target power level and the primary use for the application
are the first steps in selecting the best Garrett Turbo
for your vehicle. This catalog includes the formulas and
considerations needed to corectly match a turbo to either
your gasoline or diesel engine!
What is A/R?
A/R describes a geometric characteristic of all compressor

and turbine housings. It is defined as the inlet cross-sectional
area divided by the radius from the turbo centerline to the
centroid of that area.
Compressor A/R - Compressor performance is largely
insensitive to changes in A/R, but generally larger A/R housings are used to optimize the performance for low boost applications, and smaller housings are used for high boost
applications. Usually there
are not A/R options available
for compressor housings.
Turbine A/R Turbine
performance
is
greatly
affected by changing the
A/R of the housing. Turbine
A/R is used to adjust the
flow capacity of the turbine.
Using a smaller A/R will increase the exhaust gas velocity
into the turbine wheel, causing the wheel to spin faster at
lower engine RPMs giving a quicker boost rise. This will
also tend to increase exhaust backpressure and reduce the
max power at high RPM. Conversely, using a larger A/R
will lower exhaust gas velocity and delay boost rise, but the
lower backpressure will give better high-RPM power. When
deciding between A/R options, be realistic with the intended
vehicle use and use the A/R to bias the performance toward
the desired powerband.
What is Wheel Trim?
Trim is an area ratio used to describe both turbine and

compressor wheels. Trim is calculated using the inducer and
exducer diameters.
Trim = (Inducer 2/Exducer 2) x 100
Example:
Inducer diameter = 88mm
Exducer diameter = 117.5mm
Trim = (882/117.52) x 100= 56 Trim
As trim is increased, the wheel can support more air/gas flow.
Compressor Wheel Trim = (Inducer 2/Exducer 2) x 100
Turbine Wheel Trim = (Exducer 2/Inducer 2) x 100
Honeywell
Garrett
Turbo Basics
Other Components
Blow-Off (Bypass) Valves

The blow-off valve (BOV) is a
pressure relief device on the intake
tract to prevent the turbos compressor
from going into surge. The BOV should
be installed between the compressor
discharge and the throttle body,
preferably downstream of the charge
air cooler (if equipped).
When the throttle is closed rapidly, the
airflow is quickly reduced, causing flow

instability and pressure fluctuations.
These rapidly cycling pressure
fluctuations are the audible evidence
of surge. Surge can eventually lead to
bearing failure due to the high loads
associated with it.
Blow-off valves use a combination
of manifold pressure signal and spring
force to detect when the throttle is
closed. When the throttle is closed
rapidly, the BOV vents boost from
the intake tract to atmosphere or
recirculates it to relieve the pressure
from the turbo, eliminating surge.
Wastegates
On the exhaust side, a wastegate
provides a means to control the boost
pressure generated by the turbocharger
by controlling the turbocharger shaft
speed. Some commercial diesel
applications do not use a wastegate at
all. This type of system is called a free
floating turbocharger.
However, the vast majority of gasoline
performance applications require a
wastegate. There are two configurations
of wastegates: internal and external.
Both internal and external wastegates
provide a means for exhaust gas to
bypass the turbine wheel. Bypassing

by Honeywell
this energy (e.g. exhaust flow) reduces

the power driving the turbine wheel
to match the power required for a
given boost level. Similar to the BOV,
the wastegate uses boost pressure
and spring force to regulate the flow
bypassing the turbine.
Internal wastegates are built into

the turbine housing and consist of a
flapper valve, crank arm, rod end,
and pneumatic actuator. It is important
to connect this actuator only to boost
pressure since it is not designed to
handle vacuum and as such should
not be referenced to an intake
manifold.
External wastegates are added

to the exhaust plumbing on the
exhaust manifold or header. The
advantage of external wastegates
is that the bypassed flow can
be reintroduced into the exhaust
stream further downstream of the
turbine. This improves the turbines
performance. On racing applications,
this wastegated exhaust flow can be
vented directly to atmosphere.
Oil & Water Plumbing
The intake and exhaust plumbing
often receives the focus, leaving the
oil and water plumbing neglected.
Garrett ball bearing turbochargers

require less oil than journal bearing
turbos. Therefore an oil inlet restrictor
is recommended if you have oil
pressure over approximately 40 psig.
The oil outlet should be plumbed to the
oil pan above the oil level (for wet sump
systems). Since the oil drain is gravity
fed, it is important that the oil outlet
points downward, and that the drain
tube does not become horizontal or go
uphill at any point.
Following a hot shutdown of a

turbocharger, heat soak begins. This
means that the heat in the head, exhaust
manifold, and turbine housing raises
the temperature of the turbos center
housing. These extreme temperatures
can result in oil coking.
Water-cooled
center
housings
were introduced to minimize the
effects of heat soak-back. These
use unpressurized coolant from the
engine to act as a heat sink after
engine shutdown, preventing the oil
from coking. The water lines utilize
a thermal siphon effect to reduce the
peak heat soak-back temperature after
key-off. The layout of the pipes should
eliminate peaks and troughs with the
(cool) water inlet on the low side. To
help this along, it is advantageous to
tilt the turbocharger approximately 25
about the axis of shaft rotation.
Garrett offers many turbos that are
water-cooled for enhanced durability.
Want to learn more?
Visit http://www.TurboByGarrett.com
and check out the Turbo Tech section
for more great articles!
Honeywell
Garrett
Turbo Selection - Gas
by Honeywell
This article is more involved and will describe parts of the

compressor map, how to estimate pressure ratio and mass flow
rate for your engine as well as how to plot the points on the maps to
help choose the right turbocharger. Have your calculator handy!
Parts of the Compressor Map
The compressor map is a graph that describes a particular compressors performance characteristics, including efficiency, mass
flow range, boost pressure capability, and turbo speed. Shown below is a figure that identifies aspects of a typical compressor map:
Pressure Ratio
Pressure Ratio (
) is defined as the Absolute outlet pressure
divided by the Absolute Inlet Pressure.
Where:

= Pressure Ratio
P1c = Compressor Inlet
Pressure
P2c = Compressor Discharge Pressure
It is important to use
units of Absolute Pressure for both P1c and
P2c. Remember that
Absolute Pressure at
sea level is 14.7 psia (in
units of psia, the a refers to absolute). This
is referred to as standard
atmospheric pressure at
standard conditions.
Gauge Pressure (in
units of psig, the g refers to gauge) measures the pressure above atmospheric, so a
Gauge Pressure reading at atmospheric conditions will read zero.
Boost gauges measure the manifold pressure relative to atmospheric pressure, and thus are measuring Gauge Pressure. This
is important when determining P2c. For example, a reading of 12
psig on a boost gauge means that the air pressure in the manifold
is 12 psi above atmospheric pressure.
For a day at standard atmospheric conditions:
12 psig + 14.7 psia = 26.7 psi Absolute Pressure in the manifold,
the Pressure Ratio at this condition can now be calculated:
26.7 psia / 14.7 psia = 1.82
However, this assumes there is no adverse impact of the air filter
assembly at the compressor inlet.
In determining Pressure Ratio, the Absolute Pressure at the

compressor inlet (P2c) is often LESS than the Ambient Pressure,
especially at high load. Why is this? Any restriction (caused by
the air filter or restrictive ducting) will result in a depression,
or pressure loss, upstream of the compressor that needs to be
Honeywell
accounted for when determining pressure ratio. This depression

can be 1 psig or more on some intake systems. In this
case P1c on a standard day is:
14.7psia 1 psig = 13.7 psia at compressor inlet
Taking into account the 1 psig intake depression, the pressure
ratio is now.

(12 psig + 14.7 psia) / 13.7 psia = 1.95.
Thats great, but what if youre not at sea level? In this case,
simply substitute the actual atmospheric pressure in place of the
14.7 psi in the equations above to give a more accurate calculation.
At higher elevations, this can have a significant effect on pressure
ratio.
For example, at Denvers 5000 feet elevation, the atmospheric
pressure is typically around 12.4 psia. In this case, the pressure
ratio calculation, taking into account the intake depression, is:
(12 psig + 12.4 psia) / (12.4 psia 1 psig) = 2.14
Compared to the 1.82 pressure ratio calculated originally, this
is a big difference.
As you can see in these examples, pressure ratio depends on a
lot more than just boost.
Mass Flow Rate
Mass Flow Rate is the mass of air flowing through a compressor
(and engine!) over a given period of time and is commonly
expressed as lb/min (pounds per minute). Mass flow can be
physically measured, but in many cases it is sufficient to estimate
the mass flow for choosing the proper turbo.
Many people use Volumetric Flow Rate (expressed in cubic feet
per minute, CFM or ft3/min) instead of mass flow rate. Volumetric
flow rate can be converted to mass flow by multiplying by the air
density. Air density at sea level is 0.076lb/ft3.
What is my mass flow rate? As a very general rule, turbocharged
gasoline engines will generate 9.5-10.5 horsepower (as measured
at the flywheel) for each lb/min of airflow. So, an engine with a target
peak horsepower of 400 HP will require 36-44 lb/min of airflow to
achieve that target. This is just a rough first approximation to help
narrow the turbo selection options.
Surge Line
Surge is the left hand boundary of the compressor map.
Operation to the left of this line represents a region of flow
instability. This region is characterized by mild flutter to wildly
fluctuating boost and barking from the compressor. Continued
operation within this region can lead to premature turbo failure
due to heavy thrust loading.
Surge is most commonly experienced when one of two
situations exist. The first and most damaging is surge under load.
It can be an indication that your compressor is too large. Surge
is also commonly experienced when the throttle is quickly closed
after boosting. This occurs because mass flow is drastically
reduced as the throttle is closed, but the turbo is still spinning
and generating boost. This immediately drives the operating
point to the far left of the compressor map, right into surge. Surge
will decay once the turbo speed finally slows enough to reduce
the boost and move the operating point back into the stable
region. This situation is commonly addressed by using a BlowOff Valve (BOV) or bypass valve. A BOV functions to vent intake
pressure to atmosphere so that the mass flow ramps down
smoothly, keeping the compressor out of surge. In the case of a
recirculating bypass valve, the airflow is recirculated back to the
compressor inlet.

A Ported Shroud Compressor (see Fig. 2) is a feature that is
incorporated into the compressor housing. It functions to move
the surge line further to the left (see Fig. 3) by allowing some
airflow to exit the wheel through the port to keep surge from
occurring. This provides additional useable range and allows
a larger compressor to be used for higher flow requirements
without risking running the compressor into a dangerous surge
condition. The presence of
the ported shroud usually
has a minor negative impact
on compressor efficiency.
The Choke Line is the
right hand boundary of
the compressor map. For
Garrett maps, the choke

line is typically defined by the
point where the efficiency
drops
below
58%.
In
addition to the rapid drop of
compressor efficiency past
Fig 2
this point, the turbo speed
will also be approaching or
exceeding the allowable limit.
If your actual or predicted
operation is beyond this
limit, a larger compressor is
necessary.
Turbo Speed Lines are
lines of constant turbo speed.
Turbo speed for points
between these lines can be
estimated by interpolation. As
turbo speed increases, the
pressure ratio increases and/
or mass flow increases. As
indicated above in the choke
Fig 3
line description, the turbo
speed lines are very close together at the far right edge of the
map. Once a compressor is operating past the choke limit, turbo
speed increases very quickly and a turbo over-speed condition is
very likely.
Efficiency Islands are concentric regions on the maps that
represent the compressor efficiency at any point on the map. The
smallest island near the center of the map is the highest or peak
efficiency island. As the rings move out from there, the efficiency
drops by the indicated amount until the surge and choke limits are
reached.
Plotting Your Data on the Compressor Map
In this section, methods to calculate mass flow rate and boost
pressure required to meet a horsepower target are presented.
This data will then be used to choose the appropriate compressor
and turbocharger. Having a Horsepower Target in mind is a vital
part of the process. In addition to being necessary for calculating
mass flow and boost pressure, a Horsepower Target is required
for choosing the right fuel injectors, fuel pump and regulator, and
other engine components.
Estimating Required Air Mass Flow and Boost Pressures to
reach a Horsepower Target.
10
Garrett
by Honeywell
Things you need to know:

-Horsepower Target

-Engine Displacement

-Maximum RPM

-Ambient conditions (temperature and barometric
pressure. Barometric pressure is usually given as inches of mercury
and can be converted to psi by dividing by 2)
Things you need to estimate:
Engine Volumetric Efficiency. Typical numbers for peak Volumetric
Efficiency (VE) range in the 95%-99% for modern 4-valve heads, to
88%-95% for 2-valve designs. If you have a torque curve for your
engine, you can use this to estimate VE at various engine speeds.
On a well-tuned engine, the VE will peak at the torque peak, and
this number can be used to scale the VE at other engine speeds.
A 4-valve engine will typically have higher VE over more of its rev
range than a 2-valve engine.
Intake Manifold Temperature. Compressors with higher efficiency
give lower manifold temperatures. Manifold temperatures of
intercooled setups are typically 100 - 130 degrees F, while nonintercooled values can reach from 175-300 degrees F.
Brake Specific Fuel Consumption (BSFC). BSFC describes the
fuel flow rate required to generate each horsepower. General
values of BSFC for turbocharged gasoline engines range from 0.50
to 0.60 and higher.
The units of BSFC are
Lower BSFC means that the engine requires less fuel to generate
a given horsepower. Race fuels and aggressive tuning are required
to reach the low end of the BSFC range described above.
For the equations below, we will divide BSFC by 60 to convert
from hours to minutes.
To plot the compressor operating point, first calculate airflow:
Where:
Wa= Airflow actual (lb/min)
HP = Horsepower Target (flywheel)
= Air/Fuel Ratio
= Brake Specific Fuel Consumption = (
convert from hours to minutes)
) 60 (to
EXAMPLE:
I have an engine that I would like to make 400HP, I want to
choose an air/fuel ratio of 12 and use a BSFC of 0.55. Plugging
these numbers into the formula from above:

of air.
Thus, a compressor map that has the capability of at least 44
pounds per minute of airflow capacity is a good starting point.
Note that nowhere in this calculation did we enter any engine
displacement or RPM numbers. This means that for any engine,
in order to make 400 HP, it needs to flow about 44 lb/min (this
assumes that BSFC remains constant across all engine types).
Naturally, a smaller displacement engine will require more boost or
higher engine speed to meet this target than a larger engine will. So
how much boost pressure would be required?
Honeywell
Garrett
by Honeywell
Calculate manifold pressure required to meet the Horsepower, or

flow target:
Where:
MAPreq = Manifold Absolute Pressure (psia) required to meet the
horsepower target
Wa = Airflow actual(lb/min)
R = Gas Constant = 639.6
Tm = Intake Manifold Temperature (degrees F)
VE = Volumetric Efficiency
N = Engine speed (RPM)
Vd = engine displacement (Cubic Inches, convert from liters to CI
by multiplying by 61.02, ex. 2.0 liters * 61.02 = 122 CI)
EXAMPLE:
To continue the example above, lets consider a 2.0 liter engine
with the following description:
Wa = 44 lb/min as previously calculated
Tm = 130 degrees F
VE = 92% at peak power
N = 7200 RPM
Vd = 2.0 liters * 61.02 = 122 CI
= 41.1 psia (remember, this is
Absolute Pressure. Subtract Atmospheric Pressure to get Gauge
Pressure (aka boost):

41.1 psia 14.7 psia (at sea level) = 26.4 psig boost
As a comparison lets repeat the calculation for a larger
displacement 5.0L (4942 cc/302 CI) engine.
Where:
Wa = 44 lb/min as previously calculated
Tm = 130 degrees F
VE = 85% at peak power (it is a pushrod V-8)
N = 6000 RPM
Vd = 4.942*61.02= 302 CI
= 21.6 psia (or 6.9 psig boost)
This example illustrates that in order to reach the horsepower
target of 400 hp, a larger engine requires lower manifold pressure
but still needs 44lb/min of airflow. This can have a very significant
effect on choosing the correct compressor.
With Mass Flow and Manifold Pressure, we are nearly ready to
plot the data on the compressor map. The next step is to determine
how much pressure loss exists between the compressor and the
manifold. The best way to do this is to measure the pressure
drop with a data acquisition system, but many times that is not
practical.
Depending upon flow rate, charge air cooler characteristics,
piping size, number/quality of the bends, throttle body restriction,
etc., the plumbing pressure drop can be estimated. This can be 1
psi or less for a very well designed system. On certain restrictive
OEM setups, especially those that have now higher-than-stock
airflow levels, the pressure drop can be 4 psi or greater.
For our examples we will assume that there is a 2 psi loss. So to
determine the Compressor Discharge Pressure (P2c), 2 psi will be
added to the manifold pressure calculated above.
Honeywell
Where:
P2c = Compressor Discharge Pressure (psia)
MAP = Manifold Absolute Pressure (psia)
Ploss = Pressure Loss Between the Compressor and the
Manifold (psi)
For the 2.0 L engine:
= 43.1 psia
= 23.6 psia
Remember our discussion on inlet depression in the Pressure

Ratio discussion earlier, we said that a typical value might be 1 psi,
so that is what will be used in this calculation. For this example,
assume that we are at sea level, so Ambient Pressure is 14.7
psia.
We will need to subtract the 1 psi pressure loss from the ambient
pressure to determine the Compressor Inlet Pressure (P1).
Where:
P1c = Compressor Inlet Pressure (psia)
Pamb = Ambient Air Pressure (psia)
Ploss = Pressure Loss due to Air Filter/Piping (psi)
P1c = 14.7 - 1 = 13.7 psia
With this, we can calculate Pressure Ratio (
) using
equation.
the
= 3.14
= 1.72
We now have enough information to plot these operating points

on the compressor map. First we will try a GT2860RS. This turbo
has a 60mm, 60 trim compressor wheel.
Clearly
this
compressor
is too small,
as both points
are positioned
far to the right
and beyond the
compressor s
choke line.
11
Garrett

Another potential
candidate
might
be the Garrett
GT3076R.
This
turbo has a 76mm,
56 trim compressor
wheel.
This
is
much
better; at least both
points are on the
map! Lets look at
each point in more
detail.
For
the
2.0L
engine this point is
in a very efficient
area of the map,
but since it is in the
center of the map,
there would be a
concern that at lower
engine speeds that it would be near or over the surge line. This
might be ok for a high-rpm-biased powerband that might be used
on a racing application, but a street application would be better
served by a different compressor.
For the 5.0L engine, this looks like a very good street-biased
powerband, with the lower engine speeds passing through the
highest efficiency zone on the map, and plenty of margin to stay
clear of surge. One area of concern would be turbo overspeed when
revving the engine past peak power. A larger compressor would
place the operating
point nearer to the
center of the map
and would give some
additional benefit to
a
high-rpm-biased
powerband.
Well
look at a larger
compressor for the
5.0L after we figure
out a good street
match for the 2.0L
engine.
So now lets look at
a Garrett GT3071R,
which uses a 71mm,
56 trim compressor
wheel.
For
the
2.0L
engine, this is a better
mid-range-oriented
compressor. The operating point is shifted a bit towards the choke
side of the map and this provides additional surge margin. The
lower engine speeds will now pass through the higher efficiency
zones and give excellent performance and response.
For the 5.0L engine, the compressor is clearly too small and
would not be considered.
Now that we have arrived at an acceptable compressor for the
2.0L engine, lets calculate a lower rpm point to plot on the map to
better get a feel for what the engine operating line will look like. We
can calculate this using the following formula:
12
by Honeywell
Well choose the engine speed at which we would expect to see

peak torque, based on experience or an educated guess. In this
case well choose 5000rpm.
Where:
Wa = Airflow actual (lb/min)
MAP = Manifold Absolute Pressure (psia) =41.1 psia
Tm = Intake Manifold Temperature (degrees F) =130
VE = Volumetric Efficiency = 0.92
N = Engine speed (RPM) = 5000rpm
Vd = engine displacement (Cubic Inches, convert from liters to CI
by multiplying by 61, ex. 2.0 liters * 61 = 122 CI)
= 34.1 lb/min
Plotting this on the GT3071R compressor map demonstrates the
following operating points.
This provides a good
representation of the
operating line at that
boost level, which is
well suited to this map.
At engine speeds lower
than 5000 rpm the boost
pressure will be lower,
and the pressure ratio
would be lower, to keep
the compressor out of
surge.
Back to the 5.0L
engine. Lets look at
a larger compressors
map. This time we
will try a GT3582R
with an 82mm, 56 trim
compressor.
Here, compared to
the GT3076R, we can
see that this point is not
quite so deep into choke
and will give better highrpm performance than
the 76mm wheel. A
further increase in wheel
size would provide
even better high-rpm
performance, but at the
cost of low- and midrange response and
drivability.
Hopefully
this
provided a basic idea of
what a compressor map
displays and how to
choose a compressor. If
real data is available to
be substituted in place of estimation, more accurate results can
be generated.
Honeywell
Garrett
by Honeywell
Turbo Selection -Diesel
Todays diesel engines represent the state of the art in technology

with high power density, excellent drivability, and good fuel
economy. Fortunately for the diesel enthusiast, they are easier
to upgrade for additional performance and the aftermarket is
responding with more options for your high performance needs.
As the major air system component, the turbocharger is a vital part
of the performance equation and choosing the right turbo is critical
to meeting your performance targets.
So why would I want to upgrade my Turbo Diesel engine?
Better towing performance -- Maybe you bought your truck to tow
that gooseneck for work, to get your 5th wheel to the next resort or
your boat to the lake. It sure would be nice to get up to freeway
speeds quickly and maintain highway speeds in hilly terrain. With
the right upgrades, that can be done safely and efficiently.
power target. Since turbochargers are sized by how much air they
can deliver and airflow is proportional to engine power, a realistic
horsepower goal is critical to make the right choice.
The concept of a realistic goal needs to be stressed in order to
ensure maximum performance and satisfaction. Sure, everyone
would like to have a mega-horsepower vehicle but past a reasonable
limit, as the power goes up, the reliability, drivability and day-to-day
utility is diminished. Things are more likely to go wrong, wear out
and break down as the power output climbs.
Most project vehicles fall into one of the following general
categories:
Great, So what turbo do I choose?
Competition Use -- More and more enthusiasts are interested in

heavily modifying their vehicles for competition use. Some are
weekend warriors that use their vehicles during the week for routine
duty then go to the track on the weekends while others are building
strictly race vehicles that give up streetability for the demands of
the track.
More fun -- For many, making modifications for increased
performance is a way of personalizing the vehicle and to have a
bit more fun with the daily drive. There is a satisfaction that comes
from modifications that put you back into your seat a little harder
when the light turns green. And, there are always the grudge
matches at the local drag strip.
What do I need to know to choose the right diesel upgrade
turbocharger?
The amount of power that a diesel engine makes is directly
proportional to the amount of fuel injected into the cylinder and that
fuel needs sufficient air for complete combustion. For smoke-free
performance, the engine needs about 18 times more air (by mass)
than fuel. So clearly, as more fuel is added, additional air needs
to be added also. In most applications, the stock turbo has some
additional capacity for increased power, but as the compressor
reaches the choke limit (maximum flow), the turbo speed increases
rapidly, the efficiency drops dramatically, and the compressor
discharge temperature ramps up very quickly. This creates a
snowball effect in that the higher discharge temps mean higher
intake manifold temps and higher exhaust gas temps. The lower
efficiency means that more turbine power is required to reach the
same boost causing higher back pressure in the exhaust manifold.
This can usually be seen on an engine with a performance chip
(at the highest power setting) and maybe an intake or exhaust
upgrade. Under heavy acceleration, smoke is pouring from the
tailpipe as the EGTs and turbo speeds are climbing into the danger
zone requiring a prudent driver to back off the accelerator pedal
early to keep from damaging the engine. Under these conditions,
the stock turbo is running on borrowed time. With an upgrade
turbocharger selected to compliment the extra fuel, smoke is
drastically reduced, EGTs are under control and, since the turbo
is operating in a more efficient range, horsepower and drivability
are enhanced. When the modifications get more serious, a bigger
turbo is a must-have to compliment even more fuel.
In order to decide on the appropriate turbocharger for your diesel
engine, the very first thing that needs to be established is the
Honeywell
Lets take each case and calculate a turbo choice based on the
intended power increase. The first step is to read the catalog
section Turbo Selection - Gasoline (pages 8-11). This article
explains the reading of a compressor map and the equations
needed to properly match a turbo. The examples given, however,
are for gasoline engines, so the additional examples here will be
using those same equations but with a diesel engine. Matches
will be calculated with an Air Fuel Ratio (AFR) of 22:1 for low or
no smoke performance. Likewise a typical Brake Specific Fuel
Consumption (BSFC) is in the range of 0.38. Lets get started!
The first example will be for the Daily Driver/Work Truck/Tow
Vehicle category. This includes vehicles up to 150HP over stock.
But wait, this power level can be accomplished with just a chip or
tuning module. So why bother with a new upgrade turbo? An upgrade turbo will enhance the gains made by installing the chip and
other upgrades. The extra air and lower backpressure provided
by the upgrade turbo will lower EGTs, allow more power with less
smoke and address durability issues with the stock turbo at higher
boost pressures and power levels. Because this will be a mild
upgrade, boost response and drivability will be improved across
the board.
EXAMPLE:
I have a 6.6L diesel engine that makes a claimed 325 flywheel
horsepower (about 275 wheel Horsepower as measured on a
chassis dyno). I would like to make 425 wheel HP; an increase of
150 wheel horsepower. Plugging these numbers into the formula
and using the AFR and BSFC data from above:
13
Garrett
Turbo Selection - Diesel

Recall from Turbo Selection - Gasoline:
Where:

Wa = Airflowactual (lb/min)

HP = Horsepower Target

= Air/Fuel Ratio

= Brake Specific Fuel Consumption (

(to convert from hours to minutes)
) 60
of air.
So we will need to choose a compressor map that has a capability of at least 59.2 pounds per minute of airflow capacity. Next,
how much boost pressure will be needed?
Calculate the manifold pressure required to meet the horsepower target.
Where:

MAPreq = Manifold Absolute Pressure (psia) required to

meet the horsepower target
Wa = Airflowactual (lb/min)
Tm = Intake Manifold Temperature (degrees F)
VE = Volumetric Efficiency
N = Engine speed (RPM)
Vd = engine displacement (Cubic Inches, convert from li
ters to CI by multiplying by 61, ex. 2.0 liters*61 = 122 CI)
For our project engine:

Wa = 59.2 lb/min as previously calculated

Tm = 130 degrees F

VE = 98%

N = 3300 RPM

Vd = 6.6 liters * 61 = 400 CI
= 34.5 psia (remember, this is Absolute Pressure; subtract Atmospheric Pressure to get Gauge Pressure, 34.5 psia 14.7 psia (at
sea level) = 19.8 psig).
So now we have a Mass Flow and Manifold Pressure. We are
almost ready to plot the data on the compressor map. Next step
is to determine how much pressure loss exists between the compressor and the manifold. The best way to do this is to measure
the pressure drop with a data acquisition system, but many times
that is not practical. Depending upon flow rate and charge air cooler size, piping size and number/quality of the bends, throttle body
restriction, etc., you can estimate from 1 psi (or less) up to 4 psi
(or higher). For our examples we will estimate that there is a 2 psi
loss. Therefore we will need to add 2 psi to the manifold pressure
in order to determine the Compressor Discharge Pressure (P2c).
Where:

P2c = Compressor Discharge Pressure (psia)

MAP = Manifold Absolute Pressure (psia)

Ploss = Pressure loss between the Compressor and

the Manifold (psi)

= 36.5 psia
14
by Honeywell
To get the correct inlet condition, it is now necessary to estimate

the air filter or other restrictions. In the Pressure Ratio discussion
earlier we said that a typical value might be 1 psi, so that is what
will be used in this calculation. Also, we are going to assume that
we are at sea level, so we are going to use an ambient pressure
of 14.7 psia. We will need to subtract the 1 psi pressure loss from
the Ambient Pressure to determine the Compressor Inlet Pressure
(P1).
Where:

P1c = Compressor Inlet Pressure (psia)

Pamb = Ambient Air pressure (psia)

Ploss = Pressure loss due to Air Filter/Piping (psi)

= 13.7 psia
With this, we can calculate Pressure Ratio (
equation.
using
the
For the 2.0L engine:

= 2.7
We now have enough information to plot these operating points
on the compressor map. First we will try a GT3788R. This turbo has an 88mm tip diameter 52 trim compressor wheel with a
64.45mm inducer.
As you can see, this point falls nicely on the map with some additional room for increased boost and mass flow if the horsepower
target climbs. For this
reason, the GT37R turbo family is applied on
many of the Garrett

PowerMaxTM turbo kits
that are sized for this
horsepower range.
For the next example,
lets look at the Weekend Warrior. This category is for daily driven
vehicles that have up
to
250
horsepower
over stock or 525 wheel
horsepower.
Plugging that power
target into our formula
yields an airflow requirement of:

of air flow.
And a pressure ratio of:

= 43.5 psia

= 45.5 psia
= 3.3
Honeywell
Garrett
Turbo Selection - Diesel
by Honeywell
Looking at the previous map, the compressor does not flow

enough to support this requirement, so we must look at the next
larger size compressor. (Technically, the engine could probably
easily make this power with the previous compressor, but it would
be at risk of more smoke, higher EGTs and backpressure; kind of
like pushing a stock compressor too far) The next larger turbo is
a Garrett GT4094R. Another option that could also be considered

is the GT4294R which has
a slightly larger inducer
compressor and the next
larger frame size turbine
wheel. The larger wheels
inertia will slow down the
response a bit, but provide
better performance at the
top end of the rpm range.
For the next example,
lets look at the Extreme
Performance.This
category is for real hot rod
vehicles that have up to
350 horsepower over stock
and owners that are willing
to give up some of the daily utility in order to achieve higher power
gains.
Plugging that power target into our formula yields an airflow
requirement of:

of air
And a pressure ratio of :

= 50.8 psia
= 52.8 psia

= 3.8
For this flow and pressure ratio, the GT4202R is appropriate and
is shown below. Since this is approaching a pressure ratio of 4to-1, we are about at the limit of a single turbo on an engine of this
size.
Additional power gains can be had with more boost or a larger
single turbo, but it is
getting close to the edge
of the envelope in terms of
efficiency and turbo speed.
The final case is the
Competition
category.
Since this is a special case
and there are so many ways
to go about an ultimate
power diesel application,
it is not possible to cover it
adequately in this article.
There are, however, some
general guidelines.
At
this power level, as stated
above, it is a good idea
to consider a series turbo
application. This is a situation where one turbo feeds another turbo,
sharing the work of compressing the air across both compressors.
Honeywell
A larger turbo is designated as the low-pressure turbo and the

smaller secondary stage as the high pressure turbo. The lowpressure compressor feeds the high-pressure compressor which
then feeds the intake. On the turbine-side the exhaust first passes
through the high-pressure turbine and then on to the low-pressure
turbine before being routed out through the tailpipe. We can still
calculate the required mass flow, but the pressure ratio is more
involved and questions should be discussed with your local Garrett

TM
PowerMax
distributor. To calculate the required mass flow, we
use the normal equation. This time the power target will be 500
wheel horsepower over stock, for a total of 775 wheel horsepower.

of air flow.
This air flow rate will apply only to the low-pressure compressor
as the high-pressure compressor will be smaller because it is further
pressurizing already compressed air. In most cases, the highpressure turbo tends to be about two frame sizes smaller than the
low pressure stage. So in this case, after selecting the appropriate
low-pressure turbo (hint: look at the GT4718R compressor map), a
GT4088R or GT4094R would be the likely candidates.
One more comment on
choosing a properly sized
turbine housing A/R.
A
smaller A/R will help the
turbo come up on boost
sooner and provide a better responding turbo application, but at the expense
of higher back pressure in
the higher rpm zones and,
in some cases, a risk of
pushing the compressor
into surge if the boost rises
too rapidly. On the other
hand, a larger A/R will respond slower, but with better top end performance
and reduced risk of running the compressor into
surge. Generally speaking,
the proper turbine housing is the largest one that
will give acceptable boost
response on the low end
while allowing for more optimal top end performance.
This information should
be used as a starting point
for making decisions on
proper turbo sizing.
For more specific
information on your
engine, consult a Garrett

TM
PowerMax
Distributor.
Find your Garrett

TM
PowerMax
Distributor
at
www.TurboByGarrett.com.
15
Turbo System Optimization

This section is intended to cover many of the auxiliary systems in a
more complete and in-depth manner. With this additional section, you
will better understand how to optimize your turbo system.
Turbo System Optimization will cover:
1.
Application Information
2.
Turbo Match
3.
System Components

- Air Filter

- Oil Supply & Drain

- Water Lines

- Charge Tubing & Charge-Air-Cooler

- BOV

- Wastegate
4.
Common Causes of Oil Leakage
5.
System Testing/Monitoring
6.
11-Point Checklist
1. Application Information
The most important thing to understand before designing a system

is the application. Is it going to be used for road racing, drag racing or
drifting or maybe it will be primarily a street driven car. The intended use
greatly affects the turbo selection as well as the system components. A
turbo system that works well for a 9 second drag car is most likely not
going to work well for a drift car or road race car.
You need to have a target flywheel horsepower in mind. It will be used
to help design the entire system.
2. Turbo Match
Visit the Turbo Tech Section of www.TurboByGarrett.com.

Or use the Turbo Selection sections of this catalog.
Using formulas in Turbo Selection, calculate mass flow and
pressure ratio (PR) at redline for your specific application.
Plot mass flow and PR on several compressor maps to
determine the best fit.
For the example in this presentation, the application will
be a 400 flywheel hp street car using pump gas, therefore
the estimated mass flow ~ 40 lbs/min
3. System Components
Air Filter
It is important to appropriately size the air filter for the maximum flow
rate of the application. For our specific example, we are looking for target face velocity of 130 ft/min at redline to minimize restriction so as to
provide the turbo with all the air necessary for it to function optimally.
If the turbo does not have access to the proper amount of air, excessive restriction can occur and cause:

Oil leakage from the compressor side piston ring, which

results in oil loss, a fouled CAC and potentially smoke out

of the tailpipe.

Increased pressure ratio, which can lead to turbo overspeed.

Overspeed will reduce turbo durability and could result in

an early turbo failure.
Determining the correct air filter size
Example:
Face Velocity = 130 ft/min
Mass Flow = 40 lbs/min
Air density = 0.076 lbs/ft3
Mass Flow (lbs/min)=Volumetric Flow Rate (CFM) x Air Density (lbs/ft3)
Volumetric Flow Rate (CFM) = Mass Flow (lbs/min)
Air Density (lbs/ft3)
Volumetric Flow Rate = 526 CFM
**For twin turbo setups, simply divide the flow rate by two.
Face Velocity (ft/min) = Volumetric Flow rate (CFM) / Area (ft2)
Area (ft2) = Volumetric Flow rate (CFM) / Face Velocity (ft/min)
Area (ft2) = 526 / 130 = 4.05
Area (in2) = 4.05 x 144
Area = 582 in2
16
Garrett
by Honeywell
Now that we know the required surface area that our air filter must have,
we need to determine the correct air filter size using information provided by
the filter manufacturer. We will need to know the following information about
the filters we are considering:

Pleat height

Pleat depth

Number of pleats
Example:
Pleat Height = 9.00 in.
Pleat Depth = 0.55 in.
# of Pleats = 60
Area (in2) = pleat height x pleat depth x # of pleats x 2
Area (in2) = 9.00 x 0.55 x 60 x 2
Area = 594 in2
Actual Filter Area (594 in2) > Calculated Area (582 in2)
Since the actual filter area (594 in2) is greater than the required area, this
air filter will work for our application.
Oil Supply & Drainage
Journal Bearing Turbo
Journal-bearings function similarly to rod or crank bearings in an engine:
oil pressure is required to keep components separated. An oil restrictor is
generally not needed except for oil pressure-induced leakage.
The recommended oil feed for journal bearing turbochargers is -4AN or
hose/tubing with an ID of approximately 0.25.
Be sure to use an oil filter that meets or exceeds the OEM specifications.
Ball Bearing Turbo
An oil restrictor is recommended for optimal performance with ball bearing turbochargers. Oil pressure of 40 45 psi at maximum engine speed is
recommended to prevent damage to the turbochargers internals. In order to
achieve this pressure, a restrictor with a 0.040 orifice will normally suffice,
but you should always verify the oil pressure entering the turbo after the restrictor in insure that the components are functioning properly.
Recommended oil feed is -3AN or -4AN line or hose/tubing with a similar ID.
As always, use an oil filter that meets or exceeds the OEM specifications.
OIL LEAKAGE SHOULD NOT OCCUR ON A PROPERLY FUNCTIONING SYSTEM IF RESTRICTOR IS NOT USED UNLESS THE SYSTEM
PRESSURE IS EXCESSIVELY HIGH.
Oil Drain
In general, the larger the oil drain, the better. However, a -10AN is typically
sufficient for proper oil drainage, but try not to have an inner diameter smaller
than the drain hole in the housing as this will likely cause the oil to back up
in the center housing. Speaking of oil backing up in the center housing, a
gravity feed needs to be just that! The oil outlet should follow the direction of
gravity +/-35 when installed in the vehicle on level ground. If a gravity feed
is not possible, a scavenge pump should be used to insure that oil flows freely
away from the center housing.
Avoid:

Undulations in the line or extended lengths parallel to the ground

Draining into oil pan below oil level

Dead heading into a component behind the oil pan

Area behind the oil pan (windage tray window) where oil sling

occurs from crankshaft
When installing your turbocharger, insure that the turbocharger axis of rotation is parallel to the level ground within +/- 15. This means that the oil
inlet/outlet should be within 15 of being perpendicular to level ground.
Water Lines
Water cooling is a key design feature for improved durability and we recommend that if your turbo has an allowance for water-cooling, hook up the
water lines. Water cooling eliminates the destructive occurrence of oil coking
by utilizing the Thermal Siphon Effect to reduce the Peak Heat Soak Back
Temperature on the turbine side after shut-down.
In order to get the greatest benefit from your water-cooling system, avoid
undulations in the water lines to maximize the Thermal Siphon Effect.
Honeywell
Garrett
by Honeywell

Available packaging space in the vehicle usually dictates

certain designs
Selecting a Charge Air Cooler (aka intercooler) has been made simple
with www.TurboByGarrett.com s intercooler core page. Each core is rated
for horsepower, making it as easy as matching your desired power target
to the core. In general, use the largest core that will fit within the packaging
constraints of the application.
Negative degrees: water outlet of center housing is lower than water inlet
Positive degrees: water outlet of center housing is higher than water inlet
For our example:

Another important factor in selecting the correct intercooler is the end tank
design. Proper manifold shape is critical in both minimizing charge air pressure drop and providing uniform flow distribution. Good manifold shapes minimize losses and provide fairly even flow distribution. The over-the-top design
can starve the top tubes however. The side entry is ideal for both pressure
drop and flow distribution, but it is usually not possible due to vehicle space
limitations.
For best results, set the orientation of the center housing to 20.
Significant damage to the turbo can occur from improper water line
setups.
Charge Tubing
The duct diameter should be sized with the capability to flow approximately 200 - 300 ft/sec. Selecting a flow diameter less than the calculated value results in the flow pressure dropping due to the restricted
flow area. If the diameter is instead increased above the calculated
value, the cooling flow expands to fill the larger diameter, which slows
the transient response.
For bends in the tubing, a good design standard is to size the bend
radius such that it is 1.5 times greater than the tubing diameter.
The flow area must be free of restrictive elements such as sharp transitions in size or configuration.
For our example:

Tubing Diameter: velocity of 200 300 ft/sec is desirable.

Too small a diameter will increase pressure drop.

Too large can slow transient response.

Velocity (ft/min) = Volumetric Flow rate (CFM) / Area (ft2)
Again, for twin turbo setups, divide the flow rate by (2).
Charge tubing design affects the overall performance, so there are
a few points to keep in mind to get the best performance from your
system.

Duct bend radius:

-Radius/diameter > 1.5

Flow area:

-Avoid area changes, sharp transitions, shape changes
Honeywell
Proper mounting of the intercooler increases the durability of the system.

Air to air charge air coolers are typically soft-mounted, meaning they use
rubber isolation grommets. This type of mounting is also used for the entire cooling module. The design guards against vibration failure by providing
dampening of vibration loads. It also reduces thermal loads by providing for
thermal expansion.
Benefits of Isolation:

Guards against vibration by damping loads

Reduces thermal loading by providing for thermal expansion
Blow Off Valves (BOV)
Using the proper blow off valve (BOV) affects the system performance.
There are two main types to consider.
MAP (Manifold Absolute Pressure) sensor uses either a
vent-to-atmosphere valve or a recirculation valve.

- Connect signal line to manifold source

- Surge can occur if spring rate is too stiff
17

MAF (Mass Air Flow) sensor uses a recirculation (bypass) valve for
best drivability.

- Connect signal line to manifold source

- Position valve close to the turbo outlet for

best performance (if valve can handle

high temp).

- Surge can occur if valve and/or outlet plumbing are restrictive.
Wastegates
Internal wastegates are part of the turbo and integrated
into the turbine housing. Two connection possibilities exist
for signal line. The first is to connect line from compressor
outlet (not manifold - vacuum) to the actuator. The second is
to connect a line from compressor outlet to boost controller
(PWM valve) and then to the actuator.
Manifold pressure is limited by the spring rate of the
actuator.
Most OEM style actuators are not designed for vacuum,
and thus, the diaphragm can be damaged resulting in excessive manifold pressure and engine damage.
External wastegates are separate from the turbo and
integrated into the exhaust manifold rather than the turbine housing.
Connection to the manifold greatly affects flow capability, and correct orientation of the wastegate to the manifold
is essential. For example, placing the wastegate at 90 to
the manifold will reduce flow capacity by up to 50%! This
greatly reduces the control that you have over the system
and puts your entire drivetrain at risk. Instead, the ideal
connection is at 45 with a smooth transition.
There are two connection possibilities for signal line:

Connect a line from the compressor outlet

(not manifold - vacuum) to the actuator

Connect a line from the compressor outlet to a boost

controller (PWM valve) and then to the actuator
Again, manifold pressure is limited by spring rate of actuator.
4. Common Causes of Oil Leakage
A properly installed turbo should NOT leak oil.

There are, however, instances where oil leaks occur. The most
common causes, depending on the location of the leak, are:
Leakage from compressor and turbine seals

- Excessively high oil pressure

- Inadequate drain drain is too small, does not go

continuously downhill, drain is below the oil level in the pan

or the location of the drain inside the

oil pan is located in a section that has oil slung from the

crank causing oil to back up in drain tube. Always place

oil drain into oil pan in a location that oil from crank is

blocked by windage tray.

- Improper venting of crankcase pressure.

- Excessive crankcase pressure.

- Oil drain rotated past the recommended 35.
Leakage from compressor seal
Excessive pressure across the compressor housing inlet caused
by:

- Air filter is too small.

- Charge air tubing too small or has too many bends

between the air filter and compressor housing .

- Clogged air filter.
Leakage from Turbine seal

- Collapsed turbine piston ring from excessive EGTs.

- Turbo tilted back on its axis past recommended 15.
18
Garrett
by Honeywell
5. System Testing and Monitoring
Testing
Many problems with turbo systems can be solved before the catastrophic
happens through simple system testing.
Pressurize system to test for leaks

Clamps

-Check tightness

Couplers

- Check for holes or tears

CAC core / end tanks

- Check for voids in welds
Monitoring
The turbo system in your car should be monitored to insure that every aspect is functioning properly to give you trouble-free performance.
Instrumentation used to monitor / optimize system

1. Oil Pressure (Required to monitor engine operation)
2. Oil Temperature (Required to monitor engine operation)
3. Water Temperature (Required to monitor engine operation)

4. A/F Ratio (such as a wideband sensor; required to monitor

engine operation)

5. Manifold Pressure

6. Turbine Inlet Pressure

7. Exhaust Gas Temperature

8. Turbo Speed Sensor

The most accurate way to calibrate and optimize a

system is through datalogging!
Manifold Pressure

- Calibrate actuator setting to achieve manifold pressure

required to meet hp target

- Detect over-boost condition

- Detect damaged actuator diaphragm
Back Pressure

- Monitor pressure changes in turbine housing inlet

- Affect of different turbine housing A/Rs

- Increased back pressure decreases Volumetric Efficiency

thus decreasing ultimate power
Pyrometer

- Monitor exhaust gas temperature (EGT) in manifold / turbine housing

- Adjust calibration based on temperature rating of turbine

housing material or other exhaust components
Turbo Speed

- Determine operating points on compressor map

- Determine if the current turbo is correct for the application

and target hp

- Avoid turbo over-speed condition, which could damage turbo
6. 11 Point Checklist
1. Application Information target horsepower, intended use of

vehicle, etc.
2. Air filter sizing - determine size for application needs
3. Oil Supply - restrictor for ball-bearing turbo
4. Oil Drain proper size and routing
5. Water Lines - set up for greatest thermal siphon effect
6. Charge Tubing determine diameter for application needs
7. Charge-Air-Cooler - determine core size for application needs,
design manifolds for optimal flow, mount for durability
8. BOV VTA for MAP engines and by-pass for MAF engines
9. Wastegate connect signal line to compressor outlet, smooth
transition to external wastegate
10. System Testing pressurize system to check for leakage,
periodically check clamp tightness and the condition of couplers
11. System Monitoring proper gauges/sensors to monitor engine for
optimal performance and component durability
Honeywell
Garrett
by Honeywell
Troubleshooting
Troubleshooting

Nearly all turbocharger-related problems are the result of a handful of causes. Knowing how to recognize the
symptoms of these issues early and link them with causes will help you save (down) time and money.

The chart below outlines the probable causes and noticeable conditions of the most common turbocharger maladies
as well as what you can do to solve them.
By using this chart, most turbocharger problems can be easily identified and rectified. However, if a problem falls outside of
your comfort level for service, contact a Garrett Performance Distributor or a Garrett Master Distributor for assistance.
Honeywell
19
Displacement Chart
Garrett
by Honeywell
Garrett Turbocharger Displacement Chart
Chart represents approximations. See your Garrett distributor for proper sizing.
20
Honeywell
Garrett
Turbochargers
by Honeywell
TURBOCHARGERS
Proven performance
The Garrett dual ball bearing cartridge has proven its worth in the highest level of motorsports where it has been the
bearing system of choice in everything from the 24 Hours of Le Mans to drag racing. These premier racing customers
demand no less than the best in durability, reliability, and power on demand. One key contributor to this performance lies in
the ball bearing cartridge where it is, by design, surrounded by a thin film of oil. The oil film damps out destructive vibrations
that would otherwise compromise turbo durability.
A clear demonstration of the inherent superiority of the Garrett ball bearing design is in the launch of a turbocharged drag
race car. The two-step rev limiters used to build boost on the line expose the turbo to the harshest imaginable conditions of
pressure spikes and scorching temperatures. Where lesser turbos often fail catastrophically, Garrett ball bearing turbos
regularly shrug off these brutal conditions time after time. In fact, many drag racers running Garrett ball bearing turbos
have not needed to rebuild or replace their turbos for multiple seasons. Can you say that about your turbo?
Combined with the aerodynamically advanced Garrett GT and all-new GTX wheel designs, Garrett ball bearing turbos
provide improved drivability and power on demand.
Garrett GT & GTX-Series Turbochargers - the standard by which all others are judged.
Small Frame
GT12 - GT15 - GT20 - GT22
The fun starts here. A range of
modern wastegated turbochargers
ideally suited for small-displacement
applications including motorcycles,
snowmobiles and more.
Medium Frame
GT25 - GT28 - GT30 - GTX30- GT32
- GT35 - GTX35
A huge selection of journal bearing
turbos, housing options, and our
proven, patented ball-bearing turbos.
Wastegated or free-floating; from
the quick-spooling GT2560R to the
competition-crushing GTX3582R,
youll find your best options here
whether you want 170 hp or 600 hp.
Large Frame
GT37 - GT40 - GT42 - GTX42 - GT45
- GTX45 - GT47 - GT55 - GT60
Best suited for large-displacement
engines, drag racing vehicles,
and other applications that require
significant airflow. There are
wastegated or free-floating units here,
plus our exclusive large-frame
ball-bearing CHRAs.
Using the Garrett Turbo Catalog
This catalog provides images and descriptions of a representative of each family in the Garrett lineup. Compressor maps
are provided to assist in sizing your Garrett turbo to your engine and turbine maps are provided at www.TurboByGarrett.
com. This guide also gives you the inlet and outlet geometry drawings for every turbo represented. Be aware that some
turbo family members not appearing in this catalog may have different flanges. References to these drawings are found in
the Flange Dimensions table on each page and are linked to the Sizes & Dimensions index beginning on page 47 by the
numbering system of page number - drawing number.
Ball Bearing ServiceProgram
A great deal of pride is taken in the quality of Garrett turbochargers and they are tested extensively. However, sometimes the unthinkable happens and a turbo fails. There is now an option for the exchange of a failed or used Garrett
CHRA on credit toward a new CHRA at an affordable price!
The program requires you take the following steps:
1. Make sure your unit is covered by the program by contacting a Garrett Performance Distributor.
2. Send your damaged CHRA* to a Garrett Performance Distributor for inspection.
3. Purchase a new CHRA at a discounted price!
*At a minimum, the center housing must be re-usable to qualify for this program. The Garrett Performance Distributor will determine the condition upon
receiving the CHRA and has final say in the applicability of a CHRA for this program.
Visit www.TurboByGarrett.com to see the entire Garrett GT-Series and GTX-Series line of turbochargers
and to get the latest turbo product, tutorials and racing updates.
Honeywell
21
Garrett
GT1241
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
DISPLACEMENT 0.4L - 1.2L
1900
HORSEPOWER 50 - 130
2000
Journal bearing, oil & water-cooled CHRA

Smallest Garrett turbocharger available
Excellent for motorcycles or other small
displacement engines
Internally wastegated turbine housing, complete
with actuator
600
500
400
300
200
100
0
FLANGE
Component
Page
Outlet
OUTLET
Diagram
Page
Diagram
Compressor
82
13
82
09
Turbine
83
07
85
02
Oil
84
10
84
10
Water
86
12
86
12
GT1241
22
Inlet
INLET
Turbo PN
CHRA PN
756068-1
757864-1
COMPRESSOR
Ind Whl Dia
29.0mm
Exd Whl Dia Trim

41.0mm
50
A/R
0.33
TURBINE
Whl Dia
Trim
A/R
35.5mm
72
0.43
Honeywell
Garrett
GT1544
by Honeywell
Internally wastegated turbine housing

complete with actuator
Three bolt 34mm turbine inlet
Inlet
INLET
FLANGE
GT1544
Page
Diagram
Compressor
82
12
Page
Diagram
See Note
Turbine
See Note
85
05
Oil
See Note
84
16
Whl Dia
Trim
A/R
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Component
Water
Exd Whl Dia Trim
A/R
HORSEPOWER 100 - 150
Journal bearing, oil-cooled CHRA
TURBINE
Turbo PN
CHRA PN
454082-2
433289-116
32.9mm
43.9mm
56
0.33
42.2mm
58
0.34
454083-2
433289-50
32.9mm
43.9mm
56
0.33
42.2mm
58
0.35
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
Dimension Note:

Compressor Outlet: 454082-2: Page 82, Diagram 11

454083-2: Page 82, Diagram 10

Turbine Inlet:
454082-2: Page 83, Diagram 08

454083-2: Page 83, Diagram 09

Oil inlet:
Both PN - M10x1.0 (F) or M14x1.5 (M)
Honeywell
23
Garrett
GT1548
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000
Journal bearing, oil & water-cooled CHRA

with actuator
Excellent for motorcycles and other small
displacement engines
600
500
400
300
200
100
0
FLANGE
Outlet
OUTLET
Page
Diagram
Page
Diagram
Compressor
82
15
82
15
Turbine
83
01
85
03
Oil
84
11
84
15
Water
86
13
86
13
GT1548
24
Inlet
INLET
Component
Turbo PN
CHRA PN
466755-3
431876-93
COMPRESSOR
Ind Whl Dia
37.2mm
Exd Whl Dia Trim

48.0mm
60
A/R
0.48
TURBINE
Whl Dia
Trim
A/R
41.2mm
72
0.35
Honeywell
Garrett
GT2052
by Honeywell
Internally wastegated turbine housing,

Two orientations available
Inlet
INLET
FLANGE
Component
Page
Diagram
Page
Diagram
Compressor
82
20
82
15
Turbine
83
06
85
01
84
16
Oil
Water
GT2052
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
727264-1
451298-43
37.6mm
52.2mm
52
727264-2
451298-43
37.6mm
52.2mm
52
See Note
-
A/R
TURBINE
Whl Dia
Trim
A/R
0.51
47.0mm
72
0.50
0.51
47.0mm
72
0.50
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
Dimension Note:

Oil inlet: Both PN - M10x1.0 (F) or M10x1.0 (M)
Honeywell
25
Garrett
GT2052
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
by Honeywell
1900
2000

with actuator
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
20
82
15
Turbine
83
06
85
01
84
16
Oil
Water
GT2052
See Note
-
COMPRESSOR
Ind Whl Dia
Exd Whl Dia Trim
A/R
TURBINE
Turbo PN
CHRA PN
Whl Dia
Trim
A/R
727264-4
451298-45
36.8mm
52.0mm
50
0.51
47.0mm
72
0.50
727264-5
451298-45
36.8mm
52.0mm
50
0.51
47.0mm
72
0.50
Dimension Note:

Oil Inlet: Both PN - M10x1.0 (F) or M10x1.0 (M)
26
Honeywell
Garrett
GT2052
by Honeywell

Inlet
INLET
FLANGE
Component
Page
Diagram
Page
Diagram
Compressor
82
20
82
15
Turbine
83
06
85
01
84
16
Oil
See Note
Water
GT2052
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
727264-3
451298-44
36.1mm
52.2mm
48
727264-7
451298-44
36.1mm
52.2mm
48
A/R
TURBINE
Whl Dia
Trim
A/R
0.51
47.0mm
72
0.50
0.51
47.0mm
72
0.50
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
Dimension Note:

Honeywell
27
Garrett
GT2056
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000

with actuator
600
500
400
300
200
100
0
Inlet
INLET
FLANGE
Component
Page
Outlet
OUTLET
Diagram
Page
Diagram
Compressor
82
18
82
16
Turbine
83
03
85
08
84
16
Oil
Water
GT2056
See Note
-
Turbo PN
CHRA PN
751578-2
433289-234
COMPRESSOR
Ind Whl Dia
41.5mm
Exd Whl Dia Trim

56.0mm
55
A/R
0.53
TURBINE
Whl Dia
Trim
A/R
47.0mm
72
0.46
Dimension Note:

28
Honeywell
Garrett
GT2252
by Honeywell

Free float turbine housing (451503-1)
option available
Extremely efficient turbo
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
Component
Page
Diagram
Page
Diagram
Compressor
82
21
82
15
Turbine
83
01
85
10
84
16
Oil
See Note
Water
GT2252
Turbo PN
CHRA PN
452187-6
451298-6
COMPRESSOR
Ind Whl Dia
40.2mm
Exd Whl Dia Trim

52.0mm
Outlet
OUTLET
60
A/R
0.51
TURBINE
Whl Dia
Trim
A/R
50.3mm
72
0.67
500
400
300
200
100
0
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
451503-1
0.56
Dimension Note:

Honeywell
29
Garrett
GT2259
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000

Free floating, non-wastegated turbine housing
Internally wastegated turbine housing available
(PN 436313-6)
600
500
400
300
200
100
0
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
22
82
05
Turbine
83
01
85
06
84
16
Oil
Water
GT2259
See Note
-
Turbo PN
CHRA PN
452214-3
451298-9
COMPRESSOR
Ind Whl Dia
42.8mm
Exd Whl Dia Trim

59.4mm
52
A/R
0.42
TURBINE
Whl Dia
Trim
A/R
50.3mm
72
0.56
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
436313-6
0.67
Dimension Note:

30
Honeywell
Garrett
GT2554R
by Honeywell

Smallest ball bearing turbocharger
Great size for applications with packaging
constraints
Dual ball bearing, oil & water-cooled CHRA
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
GT2554R
Turbo PN
CHRA PN
471171-3
446179-24
Honeywell
Component
Page
Diagram
Page
Diagram
Compressor
82
22
82
04
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
COMPRESSOR
Ind Whl Dia
42.1mm
Exd Whl Dia Trim

54.3mm
Outlet
OUTLET
60
A/R
0.80
TURBINE
Whl Dia
Trim
A/R
53.0mm
62
0.64
500
400
300
200
100
0
31
Garrett
GT2560R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
by Honeywell

Internally wastegated turbine housing complete with
actuator
Turbine housing is cast from high-nickel Ni-Resist
material (466541-4 only)
Turbine wheel is cast from Inconel material for extreme
applications (466541-4 only)
OEM turbocharger on Nissan SR20DET engine
Upgrade for GT2554R (471171-3), outline interchangeable
1900
2000
except compressor inlet
FLANGE
Component
Inlet
INLET
Outlet
OUTLET
Page
Diagram
Compressor
82
Turbine
83
Oil
Water
GT2560R
32
Page
Diagram
02
82
04
01
85
11
84
11
84
18
86
13
86
13
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
466541-1
446179-12
46.5mm
60.1mm
60
466541-4
446179-38
46.5mm
60.1mm
60
A/R
TURBINE
Whl Dia
Trim
A/R
0.60
53.0mm
62
0.64
0.60
53.0mm
62
0.64
Honeywell
Garrett
GT2854R
by Honeywell
Internally wastegated turbine housing, complete with

actuator
Turbine housing is cast from high-nickel Ni-Resist
material
Turbine wheel is cast from Inconel material for extreme
applications
Similar to GT2554R (471171-3) except for slightly larger
turbine wheel, different turbine housing and wheel
materials
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
GT2854R
Turbo PN
CHRA PN
471171-9
446179-47
Honeywell
Component
Page
Diagram
Page
Diagram
Compressor
82
22
82
04
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
Whl Dia
Trim
A/R
53.9mm
62
0.64
COMPRESSOR
Ind Whl Dia
42.1mm
Exd Whl Dia Trim

54.3mm
Outlet
OUTLET
60
A/R
0.80
TURBINE
500
400
300
200
100
0
33
Garrett
GT2859R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
by Honeywell

Internally wastegated turbine housing; 780371-1
complete with actuator, 707160-9 does NOT include
actuator
Turbine housing has a unique compact 5-bolt
outlet that is not interchangeable with traditional
T25 5-bolt outlets
Turbine housing cast from high-nickel Ni-Resist
material
Turbine wheel is cast from Inconel material for
extreme applications
Bolt-on upgrade for Nissan RB26DETT
1900
2000
FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
02
82
01
Turbine
83
02
85
09
Oil
84
11
84
15
Water
86
13
86
13
GT2859R
COMPRESSOR
Ind Whl Dia
Exd Whl Dia Trim
A/R
TURBINE
Turbo PN
CHRA PN
Whl Dia
Trim
A/R
780371-1
446179-65
44.5mm
59.4mm
56
0.42
53.9mm
62
0.64
707160-9
446179-65
44.5mm
59.4mm
56
0.42
53.9mm
62
0.64
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
430609-230*
0.64
430609-231*
0.86
* Note: allows turbo to be outline interchangeable with other turbos using the
traditional 5-bolt turbine housing (Diagram 85-11) Housing fits over turbine
wheel but actuator/wastegate fitment may need to be adjusted
34
Honeywell
Garrett
GT2860R
by Honeywell

actuator
Turbine housing has a unique compact 5-bolt outlet
that is not interchangeable with traditional T25 5-bolt
outlets
material
Bolt-on turbo for Nissan RB26DETT
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
GT2860R
Turbo PN
CHRA PN
707160-7
446179-54
Honeywell
Component
Page
Diagram
Page
Diagram
Compressor
82
02
82
01
Turbine
83
02
85
09
Oil
84
11
84
15
Water
86
13
86
13
Whl Dia
Trim
A/R
53.9mm
62
0.64
COMPRESSOR
Ind Whl Dia
44.6mm
Exd Whl Dia Trim

60.1mm
Outlet
OUTLET
55
A/R
0.42
TURBINE
500
400
300
200
100
0
35
Garrett
GT2860R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000

actuator
Turbine housing has a unique compact 5-bolt
outlet that is not interchangeable with traditional
T25 5-bolt outlets
Bolt-on upgrade for Nissan RB26DETT
Turbine housing cast from Ni-Resist
Turbine wheel is cast from Inconel
material for extreme applications
600
500
400
300
200
100
0
FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
02
82
01
Turbine
83
02
85
09
Oil
84
11
84
18
Water
86
13
86
13
GT2860R
Turbo PN
CHRA PN
707160-5
446179-51
COMPRESSOR
Ind Whl Dia
47.2mm
Exd Whl Dia Trim

60.1mm
62
A/R
0.60
TURBINE
Whl Dia
Trim
A/R
53.9mm
76
0.64
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
430609-230*
0.64
430609-231*
0.86
traditional 5-bolt turbine housing (Diagram 85-11). Housing fits over turbine
wheel but actuator/wastegate fitment may need to be adjusted
36
Honeywell
Garrett
GT2860R
by Honeywell

Internally wastegated turbine housing complete
with actuator
Upgrade turbocharger for GT2554R (471171-3)
and GT2854R (471171-9)
Essentially, a GT2860RS Disco Potato turbo with
a GT2560R compressor housing
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
GT2860R
Turbo PN
CHRA PN
739548-9
446179-66
Component
Page
Diagram
Page
Diagram
Compressor
82
02
82
04
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
Whl Dia
Trim
A/R
53.9mm
76
0.86
COMPRESSOR
Ind Whl Dia
47.2mm
Exd Whl Dia Trim

60.1mm
Outlet
OUTLET
62
A/R
0.60
TURBINE
500
400
300
200
100
0
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
430609-230
0.64
430609-231
0.86
37
Garrett
GT2860RS
The Disco Potato
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
by Honeywell

with actuator
Upgrade turbocharger for GT2554R (471171-3) and
GT2560R (466541-1); turbine housing flanges are
outline interchangeable
Disco Potato refers to the Nissan Sentra (potatoshaped body) with psychadelic color-change
paint (disco) that was fitted with one of the first
GT2860RS in a project car build. The name stuck.
1900
2000
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
28
82
19
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
GT2860RS
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
739548-1
446179-66
47.2mm
60.1mm
62
739548-5
446179-66
47.2mm
60.1mm
62
A/R
TURBINE
Whl Dia
Trim
A/R
0.60
53.9mm
76
0.86
0.60
53.9mm
76
0.64
OPTION OPTIONS
TURBINE HOUSING
38
PN
A/R
430609-230
0.64
430609-231
0.86
Honeywell
Garrett
GT2871R
by Honeywell
Inlet
INLET
FLANGE
GT2871R
Component
Page
Diagram
Page
Diagram
Compressor
82
02
82
04
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
472560-15
446179-67
51.2mm
71.0mm
52
771847-1
446179-67
51.2mm
71.0mm
52
A/R
TURBINE
Whl Dia
Trim
A/R
0.60
53.9mm
76
0.64
0.60
53.9mm
76
0.64

complete with adjustable actuator, 472560-15 does
NOT include actuator
Provides better boost response than turbochargers
743347-1 & 743347-2
Direct replacement upgrade for GT2560R
(466541-1 & 4) used on Nissan SR20DET engine
Turbine housing cast from Ni-Resist material
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
430609-231
0.86
39
Garrett
GT2871R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000

with actuator
includes actuator, 707160-10 does NOT include
actuator
material
600
Inlet
INLET
Outlet
OUTLET
500
FLANGE
400
Component
Page
Diagram
Page
Diagram
300
Compressor
82
02
82
01
200
Turbine
83
02
85
09
100
Oil
84
11
84
18
Water
86
13
86
13
GT2871R
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
780371-2
446179-67
51.2mm
71.0mm
52
707160-10
446179-67
51.2mm
71.0mm
52
A/R
TURBINE
Whl Dia
Trim
A/R
0.60
53.9mm
76
0.64
0.60
53.9mm
76
0.64
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
430609-230*
0.64
430609-231*
0.86
traditional 5-bolt turbine housing. Housing fits over turbine wheel but actuator/wastegate fitment may need to be adjusted
40
Honeywell
Garrett
GT2871R
by Honeywell
Inlet
INLET
FLANGE
GT2871R
Component
Page
Diagram
Page
Diagram
Compressor
82
28
82
19
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
743347-1
446179-31
49.2mm
71.0mm
48
743347-3
446179-31
49.2mm
71.0mm
48
A/R
TURBINE
Whl Dia
Trim
A/R
0.60
53.9mm
76
0.86
0.60
53.9mm
76
0.64

with actuator
Upgrade turbocharger for GT2860RS (739548-1)
743347-1 features a high boost actuator
adjustable down to 12 psi
743347-3 features a low boost actuator
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
430609-230
0.64
430609-231
0.86
41
Garrett
GT2871R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
by Honeywell

with actuator
Direct bolt-on upgrade turbocharger for
GT2860RS (PN 739548-1)
743347-2 features a high boost actuator
743347-4 features a low boost actuator adjustable
down to 6 psi
1900
2000
FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
28
82
19
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
GT2871R
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
743347-2
446179-32
53.1mm
71.0mm
56
743347-4
446179-32
53.1mm
71.0mm
56
A/R
TURBINE
Whl Dia
Trim
A/R
0.60
53.9mm
76
0.86
0.60
53.9mm
76
0.64
OPTION OPTIONS
TURBINE HOUSING
42
PN
A/R
430609-230
0.64
430609-231
0.86
Honeywell
Garrett
GT2876R
by Honeywell
Internally wastegated turbine housing, actuator

NOT included
Turbine wheel is cast from Inconel material
for extreme applications
Inlet
INLET
FLANGE
GT2876R
Component
Page
Diagram
Page
Diagram
Compressor
82
35
82
24
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
705330-1
446179-18
52.8mm
76.1mm
48
705330-2
446179-18
52.8mm
76.1mm
48
A/R
TURBINE
Whl Dia
Trim
A/R
0.70
53.9mm
76
0.64
0.70
53.9mm
76
0.86
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
430609-230
0.64
430609-231
0.86
43
Garrett
GT3071R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
1900
2000
by Honeywell

Compressor and turbine housings sold separately
Customizable with compressor and free float turbine
housing kits
Unit is interchangeable on turbine side with
GT3076R
FLANGE
Component
Inlet
INLET
Page
Outlet
OUTLET
Diagram
Page
Diagram
82
17
Compressor
See Note
600
Turbine
See Note
500
Oil
84
11
84
18
400
Water
86
13
86
13
700
300
200
100
0
GT3071R
Turbo PN
CHRA PN
700177-23
See Note
COMPRESSOR
Ind Whl Dia
Exd Whl Dia Trim
53.1mm
71.0mm
COMPRESSOR OPTION
HOUSING OPTIONS
56
A/R
-
TURBINE
Whl Dia
Trim
A/R
60.0mm
84
TURBINE
HOUSING OPTIONS
OPTION
PN
Inlet Dia
Outlet Dia
A/R
756021-1
2.75 Hose
2.00 Hose
0.50
740902-1*
756021-2
4.00 Hose
2.00 Hose
0.50
740902-2*
740902-3*
740902-7+
PN
740902-8+
740902-9+
740902-13^
740902-14^
740902-15^
A/R
Inlet
Outlet
1.06
T3
4 Bolt
0.82
T3
4 Bolt
0.63
T3
4 Bolt
1.06
T3
V Band
0.82
T3
V Band
0.63
T3
V Band
1.06
T4
V Band
0.82
T4
V Band
0.63
T4
V Band
Dimension Note: Turbine Housing Options

* Note: Inlet flange: 83-04; Outlet flange: 85-07
+Note: Inlet flange: 83-04; Outlet flange: 86-13
^ Note: Inlet flange: 83-10; Outlet flange: 86-13
44
Honeywell
Garrett
GT3071R
by Honeywell
Inlet
INLET
FLANGE
Component
Page
Compressor
GT3071R
Page
Diagram
82
17
Turbine
83
01
85
11
Oil
84
11
84
18
Water
86
13
86
13
Turbo PN
CHRA PN
Exd Whl Dia Trim
700382-3
700177-3
53.1mm
71.0mm
56
700382-20
700177-4
53.1mm
71.0mm
56
A/R
TURBINE
Whl Dia
Trim
A/R
0.50
56.5mm
84
0.64
0.50
56.5mm
90
0.86
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Outlet
OUTLET
See Note
COMPRESSOR
Ind Whl Dia
Diagram

Internally wastegated turbine housing, actuator
NOT included
Wastegated version of the GT3071R uses
specifically-modified GT30 turbine wheels for
use in the T25-style turbine housing
Turbine housing flanges are outline
interchangeable with GT2554R (471171-3),
GT2560R (466541-1) & GT2860RS (739548-1)
Turbine wheel is cast from Inconel material
500
400
300
200
100
0
COMPRESSOR HOUSING OPTIONS

PN
Inlet Dia
756021-1* 2.75 Hose

756021-2+ 4.00 Hose
Outlet Dia
A/R
2.00 Hose
0.50
2.00 Hose
0.50
*Note: allows 700382-20 to use 2.75 hose inlet instead of 4.00

+Note: allows 700382-3 to use 4.00 hose inlet instead of 2.75
Dimension Note: Compressor Inlet

700382-3: flange 82-26 ; 756021-1: flange 82-26

700382-20: flange 82-34; 756021-2: flange 82-34
Honeywell
45
Garrett
GTX3071R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
1900
2000
600
500
400
300
200
100
0
GTX
by Honeywell
Forged, fully-machined compressor wheel

featuring next generation aerodynamics
Free float, non-wastegated turbine housing
Ported shroud compressor housing to increase
surge resistance
Outline interchageable with GT3071R
GTX3071R is sold without turbine housing,
includes CHRA & compressor housing. Turbine
housing kits are available
Inlet
INLET
FLANGE
Component
Page
Outlet
OUTLET
Diagram
Compressor
See Note
Turbine
See Note
Page
Diagram
82
17
See Note
Oil
84
11
84
18
Water
86
13
86
13
GTX3071R
Turbo PN
CHRA PN
803712-1
700177-46
COMPRESSOR
Ind Whl Dia
54.1mm
Exd Whl Dia Trim

71.4mm

58
A/R
0.60
PN
Whl Dia
Trim
A/R
60.0mm
84
A/R
Inlet
Outlet
740902-1*
1.06
T3
4 Bolt
740902-2*
0.82
T3
4 Bolt
740902-3*
740902-7+
0.63
T3
4 Bolt
1.06
T3
V Band
0.82
T3
V Band
0.63
T3
V Band
1.06
T4
V Band
0.82
T4
V Band
0.63
T4
V Band
740902-9+
740902-13^
740902-14^
740902-15^
TURBINE
OPTION
TURBINE
HOUSING OPTIONS
740902-8+
46
Honeywell
Garrett
GT3076R
by Honeywell
Diagram
Page
Diagram
Compressor
82
32
82
17
Turbine
GT3076R
Turbo PN
CHRA PN
700382-12
700177-7
57.0mm

1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
11
84
18
400
Water
86
13
86
13
300
56
A/R
0.60
200
TURBINE
Whl Dia
Trim
A/R
60.0mm
84
100
0
OPTION
TURBINE
HOUSING OPTIONS
PN
A/R
Inlet
Outlet
740902-1*
1.06
T3
4 Bolt
740902-2*
0.82
T3
4 Bolt
740902-3*
740902-7+
0.63
T3
4 Bolt
740902-8+
740902-9+
740902-13^
740902-14^
740902-15^
Honeywell
See Note
1900
84
Exd Whl Dia Trim

76.2mm
See Note
2000
Oil
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Page
Inlet
INLET
FLANGE
Component

Upgrade turbocharger for the free float GT3071R;
turbine housing flanges are interchangeable
Packaged as a CHRA and compressor housing
without a turbine housing (must be purchased
separately)
Each turbine housing kit includes turbine housing,
clamps, bolts and turbine inlet gasket
1.06
T3
V Band
0.82
T3
V Band
0.63
T3
V Band
1.06
T4
V Band
0.82
T4
V Band
0.63
T4
V Band
47
Garrett
GTX3076R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
1900
2000
600
500
400
300
200
100
0
GTX
by Honeywell

surge resistance
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
35
82
17
Turbine
See Note
See Note
Oil
84
11
84
18
Water
86
13
86
13
GTX3076R
Turbo PN
CHRA PN
803713-1
700177-42
COMPRESSOR
Ind Whl Dia
58.0mm
Exd Whl Dia Trim

76.6mm

58
A/R
0.60
PN
Whl Dia
Trim
A/R
60.0mm
84
A/R
Inlet
Outlet
740902-1*
1.06
T3
4 Bolt
740902-2*
0.82
T3
4 Bolt
740902-3*
740902-7+
0.63
T3
4 Bolt
1.06
T3
V Band
0.82
T3
V Band
0.63
T3
V Band
740902-9+
740902-13^
740902-14^
740902-15^
TURBINE
OPTION
TURBINE
HOUSING OPTIONS
740902-8+
48
1.06
T4
V Band
0.82
T4
V Band
0.63
T4
V Band
Honeywell
Garrett
GT3271
by Honeywell

with actuator
Wastegated and free float turbine housing
options available
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
GT3271R
Turbo PN
CHRA PN
452203-1
436058-3
Component
Page
Diagram
Page
Diagram
Compressor
82
27
82
17
Turbine
84
01
86
01
Oil
84
13
84
08
Water
Whl Dia
Trim
A/R
64.0mm
73
0.78
COMPRESSOR
Ind Whl Dia
51.2mm
Exd Whl Dia Trim

71.0mm
Outlet
OUTLET
52
A/R
0.50
TURBINE
500
400
300
200
100
0
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
451225-26*
435066-32+
0.78
0.69
* Note: Free float turbine housing option

+Note: Wastegated turbine housing option
Honeywell
49
Garrett
GT3582R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
1900
2000
by Honeywell

Turbine housing is cast from high-nickel NiResist material for extreme applications
Turbine wheel is cast from inconel material for
Works well in twin-turbo applications for large
V8 engines
FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
33
82
24
600
Turbine
83
04
85
07
500
Oil
84
11
84
18
400
Water
86
13
86
13
300
200
100
0
GT3582R
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
714568-1
706451-5
61.4mm
82.0mm
56
714568-2
706451-5
61.4mm
82.0mm
714568-3
706451-5
61.4mm
82.0mm
A/R
TURBINE
Whl Dia
Trim
A/R
0.70
68.0mm
84
1.06
56
0.70
68.0mm
84
0.82
56
0.70
68.0mm
84
0.63
OPTION
TURBINE
HOUSING OPTIONS
PN
740902-10+
740902-11+
740902-12+
740902-16^
740902-17^
740902-18^
A/R
Inlet
Outlet
1.06
T3
V Band
0.82
T3
V Band
0.63
T3
V Band
1.06
T4
V Band
0.82
T4
V Band
0.63
T4
V Band

50
Honeywell
Garrett
GT3582R
by Honeywell
FLANGE
GT3582R
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
Component
Page
Diagram
Page
Diagram
Compressor
82
33
82
24
Turbine
83
04
86
13
600
Oil
84
11
84
18
500
Water
86
13
86
13
400
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Inlet
INLET

Ported shroud compressor housing to
increase surge resistance
Turbine housing is cast from high-nickel NiResist material for extreme applications
Turbine wheel is cast from inconel material
V8 engines
Turbo PN
CHRA PN
Exd Whl Dia Trim
714568-7
706451-5
61.4mm
82.0mm
56
714568-8
706451-5
61.4mm
82.0mm
714568-9
706451-5
61.4mm
82.0mm
A/R
800
700
300
TURBINE
Whl Dia
Trim
A/R
0.70
68.0mm
84
1.06
56
0.70
68.0mm
84
0.82
56
0.70
68.0mm
84
0.63
200
100
0
OPTION
TURBINE
HOUSING OPTIONS
PN
740902-4*
740902-5*
740902-6*
740902-16^
740902-17^
740902-18^
A/R
Inlet
Outlet
1.06
T3
4 Bolt
0.82
T3
4 Bolt
0.63
T3
4 Bolt
1.06
T4
V Band
0.82
T4
V Band
0.63
T4
V Band

Honeywell
51
Garrett
GT3582R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
1900
2000
by Honeywell

surge resistance
Turbine wheel is cast from inconel material for
V8 engines
FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
33
82
24
Turbine
83
10
86
13
Oil
84
11
84
18
Water
86
13
86
13
GT3582R
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
714568-10
706451-5
61.4mm
82.0mm
56
714568-11
706451-5
61.4mm
82.0mm
714568-12
706451-5
61.4mm
82.0mm
A/R
TURBINE
Whl Dia
Trim
A/R
0.70
68.0mm
84
1.06
56
0.70
68.0mm
84
0.82
56
0.70
68.0mm
84
0.63
OPTION
TURBINE
HOUSING OPTIONS
PN
740902-4*
740902-5*
740902-6*
740902-16+
740902-17+
740902-18+
A/R
Inlet
Outlet
1.06
T3
4 Bolt
0.82
T3
4 Bolt
0.63
T3
4 Bolt
1.06
T3
V Band
0.82
T3
V Band
0.63
T3
V Band

52
Honeywell
Garrett
GTX3582R
by Honeywell
Component
Page
Diagram
Page
Diagram
Compressor
82
33
82
24
Turbine
GTX3582R
Turbo PN
CHRA PN
803715-1
706451-34
62.5mm

See Note
84
11
84
18
Water
86
13
86
13
Exd Whl Dia Trim

82.5mm
58
A/R
0.70
Whl Dia
Trim
A/R
68.0mm
84
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
740902-4*
1.06
740902-5*
0.82
740902-6*
740902-10+
0.63
740902-12+
740902-16^
740902-17^
740902-18^
Honeywell
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
500
400
300
200
TURBINE
740902-11+
2000
600
See Note
Oil
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Inlet
INLET
FLANGE

surge resistance
100
0
GTX
1.06
0.82
0.63
1.06
0.82
0.63
53
Garrett
GT3776
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000

600
500
400
300
200
100
0
Outlet
OUTLET
Page
Diagram
Page
Diagram
Compressor
82
33
82
22
Turbine
84
01
85
04
Oil
84
19
84
08
Water
GT3776
54
Inlet
INLET
FLANGE
Component
Turbo PN
CHRA PN
452159-1
436085-1
COMPRESSOR
Ind Whl Dia
55.0mm
Exd Whl Dia Trim

76.2mm
52
A/R
0.54
TURBINE
Whl Dia
Trim
A/R
72.5mm
84
1.12
Honeywell
Garrett
GT3782
by Honeywell

Free float, non-wastegated turbine
housing
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
GT3782
Turbo PN
CHRA PN
452159-3
436085-5
Honeywell
Component
Page
Diagram
Page
Diagram
Compressor
82
33
82
22
Turbine
84
01
85
04
Oil
84
19
84
08
Water
Whl Dia
Trim
A/R
72.5mm
84
1.12
COMPRESSOR
Ind Whl Dia
59.1mm
Exd Whl Dia Trim

82.0mm
Outlet
OUTLET
52
A/R
0.54
TURBINE
500
400
300
200
100
0
55
Garrett
GT3788R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
56
by Honeywell
1900
2000

FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
31
82
25
Turbine
84
03
86
04
Oil
84
13
84
08
Water
86
14
86
14
GT3788R
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
772719-1
751451-12
63.5mm
88.0mm
52
772719-2
751451-12
63.5mm
88.0mm
772719-3
751451-12
63.5mm
88.0mm
A/R
TURBINE
Whl Dia
Trim
A/R
0.72
72.5mm
78
0.89
52
0.72
72.5mm
78
0.99
52
0.72
72.5mm
78
1.11
Honeywell
Garrett
GT4088R
by Honeywell
GT4088R
Component
Page
Diagram
Page
Diagram
Compressor
82
31
82
25
Turbine
84
03
86
04
Oil
84
13
84
08
Water
86
14
86
14
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
751470-1
751450-9
63.5mm
88.0mm
52
751470-2
751450-9
63.5mm
88.0mm
751470-3
751450-9
63.5mm
751470-4
751450-9
63.5mm
A/R
Inlet
INLET
FLANGE
Dual ball bearing, oil & water-cooled

CHRA
housing
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
TURBINE
Whl Dia
Trim
A/R
0.72
77.0mm
78
0.85
52
0.72
77.0mm
78
0.95
88.0mm
52
0.72
77.0mm
78
1.06
88.0mm
52
0.72
77.0mm
78
1.19
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
448375-18
0.85
448375-19
0.95
448375-20
1.06
448375-21
1.19
57
Garrett
GT4088
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000

surge resistance
600
500
400
300
200
100
0
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
31
82
25
Turbine
84
04
86
03
Oil
84
13
84
08
Water
GT4088
Turbo PN
CHRA PN
703457-2
449739-34
COMPRESSOR
Ind Whl Dia
64.7mm
Exd Whl Dia Trim

88.0mm
54
A/R
0.72
TURBINE
Whl Dia
Trim
A/R
77.6mm
83
1.34
OPTION OPTIONS
TURBINE HOUSING
58
PN
A/R
434309-88
1.19
Honeywell
Garrett
GT4094R
by Honeywell
GT4094R
Component
Page
Diagram
Page
Diagram
Compressor
82
31
82
25
Turbine
84
03
86
04
Oil
84
13
84
08
Water
86
14
86
14
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
751470-19
751450-16
67.8mm
94.0mm
52
751470-20
751450-16
67.8mm
94.0mm
751470-21
751450-16
67.8mm
94.0mm
751470-22
751450-16
67.8mm
94.0mm
A/R
Inlet
INLET
FLANGE

Ideal for applications that cannot accomodate the
GT4294R but need more flow than the GT4088R
Outline interchangeable with the GT4088R
surge resistance
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
TURBINE
Whl Dia
Trim
A/R
0.72
77.0mm
78
0.85
52
0.72
77.0mm
78
0.95
52
0.72
77.0mm
78
1.06
52
0.72
77.0mm
78
1.19
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
448375-18
0.85
448375-19
0.95
448375-20
1.06
448375-21
1.19
59
GT4294
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
1900
2000
Garrett
by Honeywell

Optional turbine housings with T4 or diesel
turbine inlet flange
surge resistance
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
600
Compressor
82
37
82
07
500
Turbine
84
05
86
05
400
Oil
84
22
84
08
300
Water
200
100
0
GT4294
Turbo PN
CHRA PN
731376-1
712402-7
COMPRESSOR
Ind Whl Dia
70.3mm
Exd Whl Dia Trim

94.0mm
56
A/R
0.60
TURBINE
Whl Dia
Trim
A/R
82.0mm
84
1.15
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
757707-1*
1.01
757707-2*
1.15
757707-3*
1.28
757707-4*
757707-10+
1.44
757707-9+
1.01
1.15
*Note: inlet flange: Page - 84 Diagram - 03

+Note: inlet flange: Page - 84 Diagram - 05
60
Honeywell
Garrett
GT4294R
by Honeywell
GT4294R
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
Component
Page
Diagram
Page
Diagram
Compressor
82
37
82
07
Turbine
84
03
86
06
Oil
84
17
84
08
600
Water
86
14
86
14
500
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Inlet
INLET
FLANGE

Turbo PN
CHRA PN
Exd Whl Dia Trim
774595-1
451888-9
70.3mm
94.0mm
56
774595-2
451888-9
70.3mm
94.0mm
774595-3
451888-9
70.3mm
774595-4
451888-9
70.3mm
A/R
TURBINE
900
800
700
400
Whl Dia
Trim
A/R
0.60
82.0mm
84
1.01
56
0.60
82.0mm
84
1.15
94.0mm
56
0.60
82.0mm
84
1.28
94.0mm
56
0.60
82.0mm
84
1.44
300
200
100
0
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
757707-10*
1.01
757707-9*
1.15
Honeywell
61
GTX4294R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000
Garrett
600
500
400
300
200
100
0
GTX

Optional turbine housings with T4 or diesel turbine
inlet flange
surge resistance
Outline interchageable with ball bearing GT4294R
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
37
82
07
Turbine
See Note
See Note
Oil
84
17
84
08
Water
86
14
86
14
GTX4294R
Turbo PN
CHRA PN
800269-1
451888-43
COMPRESSOR
Ind Whl Dia
70.3mm
Exd Whl Dia Trim

94.0mm
56
A/R
0.60
TURBINE
Whl Dia
Trim
A/R
82.0mm
84
OPTION
TURBINE HOUSING
OPTIONS
PN
A/R
Type
757707-1*
1.01
Free Float
757707-2*
1.15
757707-3*
1.28
757707-4*
757707-10+
1.44
757707-9+
1.01
1.15

62
Honeywell
Garrett
GT4202
by Honeywell
Inlet
INLET
FLANGE
GT4202
Turbo PN
CHRA PN
731376-2
712402-8
74.3mm
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Page
Diagram
Page
Diagram
500
Compressor
82
37
82
07
400
Turbine
84
03
86
06
300
Oil
84
17
84
08
200
Water
100
Exd Whl Dia Trim

102.3mm
2000
Component
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET

53
A/R
0.60
TURBINE
Whl Dia
Trim
A/R
82.0mm
84
1.15
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
757707-1*
1.01
757707-3*
1.28
757707-4*
1.44
757707-10+
757707-9+
1.01
1.15
* Note: inlet flange: Page - 84 Diagram - 03

Honeywell
63
GT4202R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
1900
2000
Garrett
by Honeywell

Ported shroud compressor housing to reduce
the occurance of surge
Outline interchangeable with the GTX4202R
and the journal bearing GT4202 (with the
exception of water cooling)
FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
37
82
07
Turbine
84
03
86
06
Oil
84
17
84
08
Water
86
14
86
14
GT4202R
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
774595-5
451888-11
74.7mm
102.3mm
53
774595-6
451888-11
74.7mm
102.3mm
53
774595-7
451888-11
74.7mm
102.3mm
774595-8
451888-11
74.7mm
102.3mm
A/R
TURBINE
Whl Dia
Trim
A/R
0.60
82.0mm
84
1.01
0.60
82.0mm
84
1.15
53
0.60
82.0mm
84
1.28
53
0.60
82.0mm
84
1.44
OPTION OPTIONS
TURBINE HOUSING
PN
A/R
757707-10*
1.01
757707-9*
1.15
64
Honeywell
Garrett
GTX4202R
by Honeywell
Inlet
INLET
FLANGE
Forged, fully-machined compressor wheel featuring

next generation aerodynamics
Optional turbine housings with T4 or diesel turbine inlet
flange
Ported shroud compressor housing to increase surge
resistance
Outline interchageable with the ball bearing GT4202R
GTX4202R is sold without turbine housing, includes
CHRA & compressor housing. Turbine housing kits
are available
Outlet
OUTLET
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
Component
Page
Diagram
Page
Diagram
600
Compressor
82
37
82
07
500
Turbine
See Note
400
See Note
Oil
84
17
84
08
300
Water
86
14
86
14
200
100
GTX4202R
Turbo PN
CHRA PN
800269-2
451888-44
COMPRESSOR
Ind Whl Dia
75.8mm
Exd Whl Dia Trim

102.3mm

55
A/R
0.60
TURBINE
Whl Dia
Trim
A/R
82.0mm
84
OPTION
TURBINE HOUSING
OPTIONS
GTX
PN
A/R
Type
757707-1*
1.01
Free Float
757707-2*
1.15
757707-3*
1.28
757707-4*
757707-10+
1.44
757707-9+
Honeywell
1.01
1.15
65
GT4508R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
1900
2000
Garrett
by Honeywell

FLANGE
Inlet
INLET
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
600
Compressor
82
38
82
30
500
03
86
06
Turbine
84
400
Oil
84
17
84
08
300
Water
86
14
86
14
200
100
0
GT4508R
Turbo PN
CHRA PN
COMPRESSOR
Ind Whl Dia
Exd Whl Dia Trim
A/R
TURBINE
Whl Dia
Trim
A/R
774596-1
451888-28
79.8mm
108.0mm
55
0.69
87.0mm
85
1.01
774596-2
451888-28
79.8mm
108.0mm
55
0.69
87.0mm
85
1.15
774596-3
451888-28
79.8mm
108.0mm
55
0.69
87.0mm
85
1.28
774596-4
451888-28
79.8mm
108.0mm
55
0.69
87.0mm
85
1.44
OPTION OPTIONS
TURBINE HOUSING
66
PN
A/R
757707-5
1.01
757707-6
1.15
757707-7
1.28
757707-8
1.44
Honeywell
Garrett
GTX4508R
by Honeywell
Forged, fully-machined compressor wheel featuring

next generation aerodynamics
surge resistance
Outline interchageable with the ball bearing
GT4508R
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
Component
Page
Diagram
Page
Diagram
400
Compressor
82
38
82
30
300
Turbine
GTX4508R
Turbo PN
CHRA PN
800270-1
451888-45
79.8mm
200
See Note
84
17
84
08
100
Water
86
14
86
14
Whl Dia
Trim
A/R
87.0mm
85
Exd Whl Dia Trim

108.0mm
See Note
Oil
COMPRESSOR
Ind Whl Dia
500
Outlet
OUTLET
55
A/R
0.69
TURBINE
GTX
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
757707-5
1.01
757707-6
1.15
757707-7
1.28
757707-8
1.44
67
GT4708
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
1900
2000
Garrett
by Honeywell

Outline interchangeable with the ball bearing
GT4708R
Inlet
INLET
FLANGE
Component
Page
Outlet
OUTLET
Diagram
Page
Diagram
Compressor
82
38
82
30
Turbine
83
05
86
10
Oil
84
14
84
09
Water
GT4708
COMPRESSOR
Turbo PN
CHRA PN
Ind Whl Dia
Exd Whl Dia Trim
763740-3
767564-1
79.8mm
108.0mm
55
763740-4
767564-1
79.8mm
108.0mm
763740-5
767564-1
79.8mm
108.0mm
763740-6
767564-1
79.8mm
108.0mm
A/R
TURBINE
Whl Dia
Trim
A/R
0.69
92.7mm
82
0.96
55
0.69
92.7mm
82
1.08
55
0.69
92.7mm
82
1.23
55
0.69
92.7mm
82
1.39
OPTION OPTIONS
TURBINE HOUSING
68
PN
A/R
761208-9
0.96
761208-10
1.08
761208-11
1.23
761208-12
1.39
Honeywell
Garrett
GT4708R
by Honeywell
GT4708R
Component
Page
Diagram
Page
Diagram
Compressor
82
38
82
30
Turbine
83
05
86
10
Oil
84
12
84
08
Water
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
769112-1
769210-1
79.8mm
108.0mm
55
769112-2
769210-1
79.8mm
108.0mm
769112-3
769210-1
79.8mm
769112-4
769210-1
79.8mm
A/R
TURBINE
Inlet
INLET
FLANGE
Dual ball bearing, oil-cooled CHRA

Outline interchageable with the journal
bearing GT4708
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
Whl Dia
Trim
A/R
0.69
92.7mm
82
0.96
55
0.69
92.7mm
82
1.08
108.0mm
55
0.69
92.7mm
82
1.23
108.0mm
55
0.69
92.7mm
82
1.39
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
761208-9
0.96
761208-10
1.08
761208-11
1.23
761208-12
1.39
69
GT4718
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
0
1900
2000
Garrett
by Honeywell

Outline interchangeable with the ball bearing
GT4718R
Inlet
INLET
FLANGE
Outlet
OUTLET
Component
Page
Diagram
Page
Diagram
Compressor
82
38
82
30
Turbine
83
05
86
10
Oil
84
14
84
09
Water
GT4718
Turbo PN
CHRA PN
COMPRESSOR
Ind Whl Dia
Exd Whl Dia Trim
A/R
TURBINE
Whl Dia
Trim
A/R
763740-7
767564-2
87.8mm
117.6mm
56
0.69
92.7mm
82
0.96
763740-8
767564-2
87.8mm
117.6mm
56
0.69
92.7mm
82
1.08
763740-9
767564-2
87.8mm
117.6mm
56
0.69
92.7mm
82
1.23
763740-10
767564-2
87.8mm
117.6mm
56
0.69
92.7mm
82
1.39
OPTION OPTIONS
TURBINE HOUSING
70
PN
A/R
761208-9
0.96
761208-10
1.08
761208-11
1.23
761208-12
1.39
Honeywell
Garrett
GT4718R
by Honeywell
GT4718R
Component
Page
Diagram
Page
Diagram
Compressor
82
38
82
30
Turbine
83
05
86
10
Oil
84
12
84
08
Water
COMPRESSOR
Ind Whl Dia
Outlet
OUTLET
Turbo PN
CHRA PN
Exd Whl Dia Trim
769112-5
769210-2
87.8mm
117.6mm
56
769112-6
769210-2
87.8mm
117.6mm
769112-7
769210-2
87.8mm
769112-8
769210-2
87.8mm
A/R
TURBINE
Inlet
INLET
FLANGE

Outline interchageable with the journal
bearing GT4718
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
Whl Dia
Trim
A/R
0.69
92.7mm
82
0.96
56
0.69
92.7mm
82
1.08
117.6mm
56
0.69
92.7mm
82
1.23
117.6mm
56
0.69
92.7mm
82
1.39
OPTION OPTIONS
TURBINE HOUSING
Honeywell
PN
A/R
761208-9
0.96
761208-10
1.08
761208-11
1.23
761208-12
1.39
71
Garrett
GT5533R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000

600
500
Inlet
INLET
FLANGE
Outlet
OUTLET
400
Component
Page
Diagram
Page
Diagram
300
Compressor
82
38
82
30
200
Turbine
83
05
86
10
100
Oil
84
20
84
21
Water
GT5533R
72
Turbo PN
CHRA PN
769115-2
769210-3
COMPRESSOR
Ind Whl Dia
91.2mm
Exd Whl Dia Trim

133.3mm
47
A/R
0.69
TURBINE
Whl Dia
Trim
A/R
111.5mm
84
1.00
Honeywell
Garrett
GT5533R
by Honeywell

2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
GT5533R
Turbo PN
CHRA PN
769115-7
769210-5
Honeywell
Component
Page
Diagram
Page
Diagram
Compressor
82
38
82
30
Turbine
83
05
86
10
Oil
84
20
84
21
Water
COMPRESSOR
Ind Whl Dia
93.8mm
Exd Whl Dia Trim

133.3mm
Outlet
OUTLET
49.5
A/R
0.81
TURBINE
Whl Dia
Trim
A/R
111.5mm
84
1.00
500
400
300
200
100
0
73
GT5541R
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
by Honeywell
1900
2000
Garrett

Turbine wheel cast from Inconel material
Largest Garrett ball bearing turbo
available
Compressor wheel is machined from billet
aluminum
600
500
Inlet
INLET
FLANGE
Outlet
OUTLET
400
Component
Page
Diagram
Page
Diagram
300
Compressor
82
40
82
30
200
Turbine
83
05
86
10
Oil
84
20
84
21
Water
100
0
GT5541R
74
Turbo PN
CHRA PN
777210-12
769210-7
COMPRESSOR
Ind Whl Dia
105.8mm
Exd Whl Dia Trim

141.0mm
56
A/R
0.81
TURBINE
Whl Dia
Trim
A/R
111.5mm
84
1.00
Honeywell
Garrett
GT6041R
by Honeywell

housing
Largest Garrett turbocharger
available
2000
1900
1800
1700
1600
1500
1400
1300
1200
1100
1000
900
800
700
600
Inlet
INLET
FLANGE
Component
GT6041R
Turbo PN
CHRA PN
731377-2
730496-1
Honeywell
105.7mm
Page
Diagram
400
82
40
82
03
300
Turbine
83
05
86
09
200
Oil
84
14
84
09
100
Water
Exd Whl Dia Trim

141.2mm
Diagram
500
Compressor
COMPRESSOR
Ind Whl Dia
Page
Outlet
OUTLET
56
A/R
1.05
TURBINE
Whl Dia
Trim
A/R
129.5mm
84
1.25
75
Ball Bearing T-Series
Garrett
by Honeywell
T-Series Ball Bearing Replacements
Garrett, having created the original T3/T4 turbocharger,

has introduced center housing upgrades for many existing
T-Series turbochargers. Now you can keep your current
turbo setup as well as your compressor and turbine
housings while gaining the peace of mind that comes
with every patented Garrett dual ball bearing unit.
Ball bearing CHRA upgrade
Reduced spool-up time, reduced lag
Direct drop-in replacement for T3/T4 turbochargers
Keep your current compressor and turbine housings
Keep your current intercooler, piping and downpipe
T-SERIES UPGRADES
Upgrade for
CHRA
COMPRESSOR
TURBINE
Turbo
CHRA
(Ball Bearing)
Exd Whl Dia
Trim
Whl Dia
Trim
T04BR
757197-1
408105-388
76.1mm
60
74.2mm
76
T04ZR
740759-2
84.0mm
63
74.2mm
76
T3/T4R
757197-2
445074-32
75.0mm
57
65.0mm
76
T3/T4R
757197-3
445074-33
75.0mm
60
65.0mm
76
T3/T4R
757197-4
447450-59
76.0mm
50
65.0mm
76
T3/T4R
757197-5
715582-2
76.1mm
60
65.0mm
76
T350R
757197-7
76.1mm
60
71.0mm
76
Quality - Using the same OE-based testing that is used
for the world renowned GT series of turbos, the T3/T4,

T04B and T04Z center housing upgrades are rigorously
beaten to ensure that they can wear the Garrett badge.
Dependability - The center housing is a true Garrett
dual ball bearing cartridge. This means reduced turbo

spool up time and greater pressure handling while using
less oil. This all equals a better driving experience.
Easy Installation - All those hours you put into planning,
installing, tuning and honing your turbo setup wont have

to be doubled with a completely new turbo. In fact, the
installation is as easy as removing your old journal or
hybrid-bearing center housing and replacing it with a true

Garrett dual ball bearing cartridge. Place your current
compressor and turbine housings on, put it back into
your engine bay and hook up the water line (oil lines may
differ).
You may use your housings even if you have

another manufacturers turbo!
Proven Reliability - With thousands of passes in the
professional drag race books, Garrett turbos have built

a reputation as the one turbo that lasts. One NHRA Sport
Compact professional racer, using a competitors product,
went through 16 units in one season. Hes now switched
to Garrett and is confident that the patented dual ball
bearing cartridge can be counted on for every pass.
See an authorized Garrett Distributor for T-Series turbos and ancilliary parts
76
Honeywell
Garrett
Mitsubishi Evo X
by Honeywell
The Garrett Mitsubishi Evolution X Turbocharger Kit

is a direct drop-in upgrade for the stock unit. The
kit features your choice of a Garrett GT3071R or
Garrett GT3076R turbocharger with divided turbine
housing and ported shroud compressor housing
specially designed to directly fit the Evolution Xs stock
divided manifold, exhaust heat shield and exhaust
placement.
The advantages to the Garrett Evolution X Turbo Kit are:
A patented Garrett dual ball bearing cartridge for

unbeatable response, efficiency and durability. Elimination
of the thrust bearing eliminates failures at elevated boost levels
Larger than stock turbine housing for enhanced
flow and reduced back pressure
Horsepower (Stock 291)
Larger than stock compressor housing and

compressor wheel for more power capability
Retains the twin scroll design and mounting
flange for quick spool and transient response
Ni-Resist turbine housing for extreme conditions
Direct drop-in upgrade for easy installation
Will fit stock or aftermarket upgrade wastegate
actuator
Fits all aftermarket components designed for use
with the stock turbo
GT3071R
475
GT3076R
525
Compressor Wheel Inducer
53.1mm
57.0mm
Compressor Wheel Exducer
71.0mm
76.2mm
Compressor Wheel Trim
56
56
Compressor Housing A/R
0.60
0.60
Turbine Wheel Diameter
60.0mm
60.0mm
TURBO PN
TURBO
TURBINE A/R
GT3071R
0.73
788550-2
GT3076R
0.94
788550-3
GT3071R
0.94
788550-4
GT3076R
0.73
788550-1
Power figures are estimates based on air flow capabilities of the

individual turbochargers and are not a guarantee. Results will
vary.
Honeywell
77
Garrett
GM Duramax
by Honeywell
Chevrolet & GMC Duramax (2004.5-2011)

Silverado, Sierra (LLY, LBZ, LMM, LML, LGH)
Chevrolet & GMC Duramax (2001-2004)

Silverado, Sierra with LB7 engine
This is a complete drop-in performance upgrade
turbocharger kit that provides extra flow, efficiency and
durability, delivering the boost you need.
Advanced GT-series wheel designs
that ensure top performance,
lower back pressure
and reduced intake
and exhaust gas
temperatures.
Patented Garrett
dual ball-bearing
cartridge that offers
unbeatable low
drag response and
the durability required at elevated boost levels.
Capable of an additional 370+ HP increase over stock
Part Number 766172-1
The PowerMaxTM Duramax Turbo Kit includes:
Garrett GT3788R Turbocharger

Turbine inlet adapter
High flow downpipe
Oil inlet fitting with restrictor
Gaskets, O-rings and fasteners
Installation instructions

Advanced GT-series wheel designs that ensure top
performance, lower
back pressure and
reduced intake
and exhaust gas
temperatures.
Featuring the
Garrett patented
Advanced Variable
Nozzle Turbine
(AVNTTM) design for
increased compressor
flow and turbine flow
Utilizes nine movable vanes
which significantly increase turbine efficiency and
improve engine performance from idle launch through
peak torque
Patented integral electro-hydraulic actuation and
proportional solenoid for infinitely variable control
Provides up to an estimated 500 or 575 HP with no
sacrifice to drivability
Suitable as a performance upgrade or replacement for
original equipment
Outline interchangeable for a perfect fit every time
The PowerMaxTM Duramax Turbo Kit includes:

Stage 1 (500 HP):
Performance
Stock
PowerMax*
0-60 MPH
Horsepower
Torque
7.6 seconds
6.8 seconds
279
440
560
808
Garrett AVNTTM GT3794VA

Turbocharger (773540-1)
Adapter cable
Stage 2 (575 HP):
Garrett AVNTTM GT4094VA

Turbocharger (773542-1)
Adapter cable
* actual results
with performance
chip and exhaust
78
Honeywell
Garrett
Ford Power Stroke
by Honeywell
7.3L Powerstroke (1999.5-2003)
6.0L Powerstroke (2003, 2004 - 2007)
With this turbo kit, you will experience Garrett GT dual

ball bearing technology working to give you unbelievable
power pushing your truck to the limits
A patented
Garrett dual ball
bearing cartridge
for unbeatable
response, efficiency
and durability.
Elimination of
the thrust bearing
eliminates failures at
elevated boost levels
The 88mm GT compressor wheel
provides 33% more flow than the stock 80mm wheel.
Ported shroud housing improves compressor flow range
for surge control and increased choke flow
1.00 A/R turbine housing for free flowing exhaust with
reduced back pressure and up to 200 reduction in
exhaust gas temperature
Maximum recommended boost level is 40 psig
The PowerMaxTM 7.3L Ford Powerstroke

Turbo Kit includes:
Garrett GTP38R Turbocharger

4-inch inlet hose
Band clamp
Oil seal rings
Performance
Stock
PowerMax

Features the Garrett patented Advanced Variable
Nozzle Turbine (AVNTTM)
design for increased
compressor flow and
boost response
Utilizes nine movabe
vanes which
significantly increase
turbine efficiency
and improve engine
performance from idle
launch through peak torque
Patented integral electro-hydraulic actuation and
proportional solenoid for infinitely variable control
Larger compressor wheel over stock increases maximum
power range while keeping turbo speeds down for the
same power output
Supports up to an additional 175 HP over stock with no
sacrifice to driveability
Suitable as a performance upgrade or replacement for
original equipment
Outline interchangeable for a perfect fit each and every
time
The PowerMaxTM 6.0L Ford Powerstroke

Turbo Kit includes:
0-60 MPH
Horsepower
Torque
11.0 seconds
7.9 seconds
208
280
410
550
Garrett GT3788VA Turbocharger

(2003: PN 777469-1, 2004-2007: PN 772441-1)
* actual results
with performance
chip and exhaust
Honeywell
79
Garrett
Dodge Ram
by Honeywell
5.9L Cummins (1994-2002) - 2500 & 3500
This turbo kit features the exclusive Garrett dual ball

bearing cartridge, GT wheel aerodynamics and a watercooled center housing
Stage 1 - GT3782R (759361-1)
Featuring an 82mm, 50
trim compressor wheel
that can produce an
increase of 170+HP
over stock
Stage 2 - GT3782R
(759361-2)
Featuring a higher
flowing 82mm, 56 trim
compressor wheel that
can produce an increase of
270+HP over stock
Stage 3 - GT3788R (759361-3)
Featuring a super high-flowing 88mm, 52 trim
compressor wheel and larger turbine housing A/R that
can produce an additional 370+HP over stock
The PowerMaxTM Cummins Turbo Kit includes:
Stage 1, 2 or 3 Turbocharger
Oil inlet fitting kit with restrictor
Water line kit
Turbine inlet bolts
Gasket kit
Turbine outlet adapter kit
Compressor housing clamp
Performance
Stock
Stage 1*
Stage 2*
Stage 3*
Turbo
Stock
GT3782R
GT3782R
GT3788R
Horsepower
180
350
450
550
Torque
382
600
1000
1100
* Model Year 2002 vehicle with performance chip and exhaust
5.9L Cummins (2002.5-2007) - 2500 & 3500
This turbo kit features the exclusive Garrett dual ball

bearing cartridge, GT wheel aerodynamics and a watercooled center housing
Stage 1 - GT3782R (759361-10)
Featuring an 82mm, 50
trim compressor wheel
that increases surge
margin; ideal for
towing
Stage 2 - GT3782R
(759361-11)
Featuring a
higher flowing
82mm, 56 trim
compressor
wheel
Stage 3 - GT3788R (759361-12)
Featuring a super high-flowing 88mm, 52 trim
compressor wheel, larger turbine housing A/R,
increased turbine flow over Stages 1 and 2.
The PowerMaxTM Cummins Turbo Kit includes:
Stage 1, 2 or 3 Turbocharger
Oil inlet fitting kit with restrictor
Water line kit
Turbine inlet bolts
Gasket kit
Turbine outlet adapter kit
Compressor housing clamp
Performance
Stock
Stage 1*
Stage 2*
Stage 3*
Turbo
Stock
GT3782R
GT3782R
GT3788R
Horsepower
325
350
450
550
Torque
610
650
1000
1200
* Model Year 2006 vehicle with performance chip and exhaust
Note: Model
Years 1994-1998
with 12-valve engines will require
the purchase
of an additional
Adapter Kit
(785784-0001).
Kit includes
12-valve specific water line,
oil inlet adapter
and installation
instructions.
80
Honeywell
Garrett
Drag Racing Turbos
by Honeywell
Drag racing demands more from your vehicle than almost any other Motorsport and you demand just
as much from your turbo! A Garrett turbocharger is put through harsh testing before it ever stages to
give you the dependability you can count on each and every pass. Our engineers work directly with
race sanctioning bodies to insure that there is a Garrett turbocharger to meet your class rulebook;
even providing low-volume wheel combinations that allow for extreme thermal expansion to keep you
on track!
Check www.TurboByGarrett.com or your sanctioning bodys rule book for restrictions on your class
turbocharger sizing.
COMPRESSOR
TURBOTURBO
COMPRESSOR
TURBINE TURBINE
Model
Part Number
Whl. Inducer
Whl. Exducer
Trim
Whl. Diameter
Trim
CHRA
GTX4294R
800269-3
64.9mm
94.0mm
48
82.0mm
84
451888-46
GTX4294R
800269-4
66.8mm
94.0mm
51
82.0mm
84
451888-47
GTX4294R
800249-5
67.8mm
94.0mm
52
82.0mm
84
451888-48
GTX4202R
800269-6
70.0mm
102.3mm
47
82.0mm
84
451888-49
GTX4202R
800269-7
71.8mm
102.3mm
49
82.0mm
84
451888-50
GTX4202R
800269-8
73.8mm
102.3mm
52
82.0mm
84
451888-51
GTX4202R
800269-2
75.8mm
102.3mm
55
82.0mm
84
451888-44
GTX4502R
800269-9
70.0mm
102.3mm
47
87.0mm
85
451888-52
GTX4502R
800269-10
71.8mm
102.3mm
49
87.0mm
85
451888-53
GTX4502R
800269-11
73.8mm
102.3mm
52
87.0mm
85
451888-54
GTX4502R
800269-12
75.8mm
102.3mm
55
87.0mm
85
451888-55
GTX4508R
800270-3
75.8mm
102.3mm
49
87.0mm
85
451888-57
GTX4508R
800270-2
77.8mm
108.0mm
52
87.0mm
85
451888-56
GTX4508R
800270-1
79.8mm
108.0mm
55
87.0mm
85
451888-45
GTX4708R
804878-3
75.8mm
108.0mm
49
92.7mm
82
769210-19
GTX4708R
804878-1
77.8mm
108.0mm
52
92.7mm
82
769210-17
GTX4708R
804878-2
79.8mm
108.0mm
55
92.7mm
82
769210-18
GT4718R
769112-11
81.8mm
117.6mm
48
92.7mm
82
769210-11
GT4718R
769112-12
84.8mm
117.6mm
52
92.7mm
82
769210-12
GT4718R
769112-13
87.8mm
117.6mm
53
92.7mm
82
769210-2
GT5518R
775844-9
81.8mm
117.6mm
48
111.5mm
84
769210-16
GT5518R
775844-8
84.8mm
117.6mm
52
111.5mm
84
769210-15
GT5518R
775844-7
85.8mm
117.6mm
53
111.5mm
84
769210-14
GT5518R
775844-6
87.8mm
117.6mm
56
111.5mm
84
769210-13
GT5533R
775844-1
91.2mm
133.3mm
47
111.5mm
84
769210-3
GT5533R
775844-2
93.8mm
133.3mm
50
111.5mm
84
769210-5
GT5541R
775844-5
105.8mm
141.2mm
56
111.5mm
84
769210-7
Racing rules may change without notice. Please check the latest revision of your class rule book for up-to-date turbocharger restrictions. Honeywell is
not responsible for changes in sanctioning bodies rules not reflected in or purchases made in reliance upon Honeywell promotional materials.
Honeywell
81
Flange Dimensions
Garrett
by Honeywell
Compressor Housing Inlet & Outlet Dimensions

Gasket 431634-2
Gasket 431633-1
All Dimension Measurements in Millimeters (mm)

82
Honeywell
Garrett
by Honeywell
Flange Dimensions
Turbine Housing Inlet Flanges
Gasket 447802-1
Gasket 409039-1
Gasket 447802-1
Gasket 447802-1
Gasket 409038-1

Honeywell
83
Garrett
Flange Dimensions
by Honeywell
Turbine Housing Inlet Flanges & Center Housing Oil Flanges

Gasket 409039-0, 409039-1
Gasket 407294-1, 407294-2
Gasket 407294-1, 407294-2
Gasket 409123-2
Gasket 409038-0, 409038-1
Gasket 413523-1
Gasket 409123-2
Gasket 409267-2
Gasket 409266-3
Gasket 409266-3
Gasket 409266-3
Gasket 413709-1
Gasket 409266-3
Gasket 409266-3
Gasket 409266-3
Gasket 409266-3

84
Honeywell
Garrett
by Honeywell
Flange Dimensions
Turbine Housing Outlet Flanges
Gasket 770119-1

Honeywell
85
Flange Dimensions
Garrett
by Honeywell
Turbine Housing Outlet Flanges & Center Housing Water Connections

86
Honeywell
Garrett
TiAL Sport
by Honeywell
High-Performance Stainless Steel Wastegate Assemblies

All TiAL
wastegate
assemblies are
constructed with
stainless steel
valves and valve
bodies. Actuator
housings are
CNC machined
billet aluminum,
with an optimal
actuator to valve
ratio or 2.2:1
for maximum
flow capacity.
The units are
also designed with high temperature Nomex
diaphragms and oxidation resistant Super Alloy
components.
MV-S and MV-R series wastegates now
feature built in water cooling ports for rock solid
performance in the most extreme applications
and prolonged life when used in a normal street
application (not required).
TiAL offers 38mm, 41mm, 44mm, 46mm and
60mm wastegates to accommodate each type of
application.
50mm Compressor Blow-Off Valve Assemblies

The TiAL
Blow-Off
Valve design
is the result
of extensive
development
and testing.
Engine Vacuum Reading
Color
Use Spring
-20 to -21 in/Hg
Pink
-11 Psi (-22 in/Hg)

-10 Psi (-20 in/Hg)
-16 to -19 in/Hg
Un-painted
-12 to -15 in/Hg
White
-8 Psi (-16 in/Hg)
-8 to -11 in/Hg
Black
-6 Psi (-12 in/Hg)
The 50mm compressor bypass valve is a vital component of

any turbocharged blow-through induction system. This custom
TiAL manufactured Blow-Off Valve will improve throttle (time to
boost) response as well as help relieve the damaging effects of
compressor surge loading. The CNC machined housings are
available in anodized blue, red, silver, black and purple.
Honeywell
87
Accessories
Garrett
by Honeywell
Garrett Mechanical Boost Gauge
The Garrett Mechanical Boost Gauge is the perfect addition to your interior for the important job of
accurately monitoring your boost levels. The gauge
has a sleek design and features a black face, white
backlit numbers and a brushed aluminum ring. The
gauge monitors boost from 30 Hg of vacuum to 30
psi of boost.
Gauge kit comes with vacuum line, hardware,
mounting brace and installation instructions.
Garrett Turbocharger Speed Sensor
Get the most out of your turbocharger!
The Garrett Turbocharger Speed Sensor Kit offers the ability to monitor
the inner workings of your turbocharger to insure longer life and maximum
performance at an affordable price! By constantly monitoring your
turbochargers shaft speed through either a data logger or the Garrettbranded speed sensor gauge, you acquire a more complete picture of
your turbochargers performance.
Maximum Performance
Comparing boost levels and shaft speed on a compressor map, you

can determine the ideal operating conditions to insure peak power over
a wider operating range. All Garrett Turbocharger Speed Sensor Kits
are compatible with dataloggers to enhance engine tuning capability. In
addition, the Garrett-branded gauges maximum speed recall function
will retain the highest wheel speed for five minutes for easy mapping.
The data gained from the Garrett Turbocharger Speed Sensor Kit can
be used to closely estimate the engines flow behavior without a flow
bench. Flow information is invaluable for determining if the turbocharger
is reaching its maximum performance, for validating the turbo match, and
for insuring that it is not overspeeding, allowing you to avoid potentially
damaging operating conditions. This kit could even be used in conjunction
with an aftermarket ECU to limit compressor speed.
Easy to Use
The Garrett Turbocharger Speed Sensor works with any turbocharger to

accurately determine compressor wheel speed. The instructions include
detailed drawings of the exact machining specifications for all Garrett GT
catalog turbochargers as well as general guidelines for other compressor
housing types. The Garrett Turbocharger Speed Sensor Kit includes all
necessary wiring for easy installation and simple data logging.
Two Options Available
Garrett Turbocharger Speed Sensor Pro Kit - PN 781328-0002 includes

speed sensor, wiring harness, and installation instructions.
Garrett Turbocharger Speed Sensor Street Kit - PN 781328-0001
includes speed sensor, wiring harness, installation instructions and
Garrett-branded turbo speed gauge.
88
Honeywell
Garrett
Intercoolers
by Honeywell
Garrett intercoolers have a long history with

some of the premier names in the performance
car industry - Roush, Saleen, Mercedes-Benz
AMG, Ford SVT, GM, and McLaren have all
turned to Garrett to intercool their hottest
models.
Garrett now offers this expertise and quality
in a full range of intercool cores. From air-to-air cores
sized for tightly-packed sport compact cars to air-to-water
cores capable of supporting 1000+ hp, we can provide optimum
performance for nearly any application.
Garrett intercoolers also offer superior fatigue protection for the high boost pressures
and temperatures of todays extreme engines. They are constructed of high
strength brazen aluminum alloys with advanced tube and fin designs to ensure
greater heat transfer effectiveness and durability.
Intercooler Specifications
Intercooler Core
Part Number
Design
Type
Hot Flow
Length (in.)
No Flow
Height (in.)
Cold Flow
Width (in.)
Core Weight
(lbs.)
Supported
Horsepower *
703521-6001
703517-6001
703518-6015
703517-6003
703521-6003
703518-6016
703520-6025
703518-6018
703520-6009
703518-6017
753447-6004
703520-6026
487085-6002
753447-6005
703520-6010
703518-6003
703518-6004
703522-6008
717874-6008
703522-6004
703520-6011
703518-6005
703520-6005
703522-6005
486827-6002
734408-6005
701596-6001
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Air-Water
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Bar-Plate
Air-Water
Bar-Plate
6.0
6.0
18.0
10.0
10.0
18.0
18.0
24.0
24.0
18.0
22.0
18.0
20.0
22.0
24.0
16.0
18.0
18.0
11.7
18.0
24.0
24.0
24.0
24.0
23.7
11.9
27.8
12.4
12.3
6.4
12.3
12.3
7.9
8.0
6.4
6.4
10.3
10.5
10.5
11.2
12.0
8.0
12.0
12.1
11.2
3.8
12.1
10.5
12.1
12.1
12.1
12.0
4.8
12.7
4.5
3.0
3.0
3.0
4.5
3.0
3.5
3.0
3.5
3.0
2.3
3.5
3.0
2.3
3.5
3.0
3.0
4.5
3.8
4.5
3.5
3.0
3.5
4.5
3.8
4.8
5.1
9.0
6.2
7.3
9.5
13.1
9.9
10.8
9.9
11.6
11.2
11.8
13.7
15.2
13.5
13.8
13.9
15.6
17.0
6.3
19.8
17.8
19.4
20.3
26.2
23.7
8.6
31.4
180
210
310
370
375
400
425
475
500
510
530
575
600
600
600
650
750
750
750
785
800
900
925
950
1000
1000
1260
* Horsepower rating shown for nominal operating conditions. Maximum horsepower potential may be higher than the listed values.
Honeywell
89
Garrett
Turbocharger Index
TURBO
Pg. Turbo
22
23
23
24
25
25
26
26
27
27
28
29
29
30
30
31
32
32
33
34
34
34
34
35
36
36
36
37
37
37
38
38
38
38
39
39
39
40
40
40
40
41
41
41
41
42
42
42
42
43
43
43
43
44
44
44
45
45
45
45
46
47
48
49
49
49
50
50
50
51
51
51
52
52
52
53
90
GT1241
GT1544
GT1544
GT1548
GT2052
GT2052
GT2052
GT2052
GT2052
GT2052
GT2056
GT2252
GT2252
GT2259
GT2259
GT2554R
GT2560R
GT2560R
GT2854R
GT2859R
GT2859R
GT2860R
GT2860R
GT2860R
GT2860R
GT2860R
GT2860R
GT2860R
GT2860R
GT2860R
GT2860RS
GT2860RS
GT2860RS
GT2860RS
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2871R
GT2876R
GT2876R
GT2876R
GT2876R
GT3071R
GT3071R
GT3071R
GT3071R
GT3071R
GT3071R
GT3071R
GTX3071R
GT3076R
GTX3076R
GT(X)30R
GT(X)30R
GT(X)30R
GT(X)30R
GT(X)30R
GT(X)30R
GT(X)30R
GT(X)30R
GT(X)30R
GT3271
GT3271
GT3271
GT3582R
GT3582R
GT3582R
GT3582R
GT3582R
GT3582R
GT3582R
GT3582R
GT3582R
GTX3582R
PN
by Honeywell
COMPRESSOR
TURBINE
TURBO
COMPRESSOR
TURBINE
CHRA PN Bearing Cooling Ind Whl Dia Exd Whl Dia Trim A/R Whl Dia Trim A/R
756068-1
757864-1
Journal
Oil & Water
454082-2 433289-116
Journal
Oil
454083-2 433289-50
Journal
Oil
466755-3 431876-93
Journal
Oil & Water
727264-1
451298-43
Journal
Oil
Journal
Oil
727264-2 451298-43
727264-4 451298-45
Journal
Oil
Journal
Oil
727264-5 451298-45
727264-3 451298-44
Journal
Oil
727264-7 451298-44
Journal
Oil
Journal
Oil
751578-2 433298-234
452187-6
451298-6
Journal
Oil
Turbine Housing Option (PN 451503-1)
452214-3
451298-9
Journal
Oil
Ball
Oil & Water
471171-3
446179-24
466541-1
446179-12
Ball
Oil & Water
466541-4
446179-38
Ball
Oil & Water
471171-9
446179-47
Ball
Oil & Water
780371-1
446179-65
Ball
Oil & Water
707160-9
446179-65
Ball
Oil & Water
707160-7
446179-54
Ball
Oil & Water
707160-5
446179-51
Ball
Oil & Water
739548-9 446179-66
Ball
Oil & Water
739548-1 446179-66
Ball
Oil & Water
Ball
Oil & Water
739548-5 446179-66
Ball
Oil & Water
472560-15 446179-67
771847-1
446179-67
Ball
Oil & Water
780371-2
446179-67
Ball
Oil & Water
707160-10 446179-67
Ball
Oil & Water
743347-1
446179-31
Ball
Oil & Water
743347-3
446179-31
Ball
Oil & Water
743347-2
446179-32
Ball
Oil & Water
743347-4
446179-32
Ball
Oil & Water
705330-1
446179-18
Ball
Oil & Water
705330-2
446179-18
Ball
Oil & Water
700177-23
Ball
Oil & Water
Compressor Housing Option (PN 756021-1)
Compressor Housing Option (PN 756021-2)
700382-3
700177-3
Ball
Oil & Water
700382-20
700177-4
Ball
Oil & Water
Compressor Housing Kit Option (PN 756021-1)
Compressor Housing Kit Option (PN 756021-2)
803712-1
700177-46
Ball
Oil & Water
700382-12
700177-7
Ball
Oil & Water
803713-1
700177-42
Ball
Oil & Water
452203-1
436058-3
Journal
Oil
714568-1
706451-5
Ball
Oil & Water
714568-2
706451-5
Ball
Oil & Water
714568-3
706451-5
Ball
Oil & Water
714568-7
706451-5
Ball
Oil & Water
714568-8
706451-5
Ball
Oil & Water
714568-9
706451-5
Ball
Oil & Water
714568-10
706451-5
Ball
Oil & Water
714568-11
706451-5
Ball
Oil & Water
706451-5
Ball
Oil & Water
714568-12
803715-1
706451-34
Ball
Oil & Water
29.0mm
32.9mm
32.9mm
37.2mm
37.6mm
37.6mm
36.8mm
36.8mm
36.1mm
36.1mm
41.5mm
40.2mm
41.0mm
43.9mm
43.9mm
48.0mm
52.2mm
52.2mm
52.0mm
52.0mm
52.2mm
52.2mm
56.0mm
52.0mm
50
56
56
60
52
52
50
50
48
48
55
60
42.8mm
59.4mm
52
0.42
50.3mm
72
42.1mm
46.5mm
46.5mm
42.1mm
44.5mm
44.5mm
54.3mm
60.1mm
60.1mm
54.3mm
59.4mm
59.4mm
60
60
60
60
56
56
0.80
0.60
0.60
0.80
0.42
0.42
53.0mm
53.0mm
53.0mm
53.9mm
53.9mm
53.9mm
62
62
62
62
62
62
44.6mm
47.2mm
60.1mm
60.0mm
55
62
0.42
0.60
53.9mm
53.9mm
62
76
47.2mm
60.1mm
62
0.60
53.9mm
76
47.2mm
47.2mm
60.1mm
60.1mm
62
62
0.60
0.60
53.9mm
53.9mm
76
76
51.2mm
51.2mm
71.0mm
71.0mm
52
52
0.60
0.60
53.9mm
53.9mm
76
76
51.2mm
51.2mm
71.0mm
71.0mm
56
56
0.60
0.60
53.9mm
53.9mm
76
76
49.2mm
49.2mm
71.0mm
71.0mm
48
48
0.60
0.60
53.9mm
53.9mm
76
76
53.1mm
53.1mm
71.0mm
71.0mm
56
56
0.60
0.60
53.9mm
53.9mm
76
76
52.8mm
52.8mm
76.1mm
76.1mm
48
48
0.70
0.70
53.9mm
53.9mm
76
76
53.1mm
2.75 Hose
4.00 Hose
53.1mm
53.1mm
2.75 Hose
4.00 Hose
54.1mm
57.0mm
58.0mm
71.0mm
2.00 Hose
2.00 Hose
71.0mm
71.0mm
2.00 Hose
2.00 Hose
71.4mm
76.2mm
76.6mm
56
60.0mm
84
56.5mm
56.5mm
84
90
0.64
0.86
58
56
58
0.50
0.50
0.50
0.50
0.50
0.50
0.60
0.60
0.60
0.43
0.34
0.35
0.35
0.50
0.50
0.50
0.50
0.50
0.50
0.46
0.67
0.56
0.56
0.67
0.64
0.64
0.64
0.64
0.64
0.64
0.64
0.86
0.64
0.64
0.64
0.86
0.64
0.64
0.86
0.86
0.64
0.64
0.86
0.64
0.64
0.86
0.64
0.64
0.64
0.86
0.86
0.64
0.64
0.86
0.86
0.64
0.64
0.86
0.64
0.86
0.64
0.86
-
60.0mm
60.0mm
60.0mm
84
84
84
51.2mm
71.0mm
52
0.50
64.0mm
73
61.4mm
61.4mm
61.4mm
61.4mm
61.4mm
61.4mm
61.4mm
61.4mm
61.4mm
62.5mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.5mm
56
56
56
56
56
56
56
56
56
56
0.70
0.70
0.70
0.70
0.70
0.70
0.70
0.70
0.70
0.70
68.0mm
68.0mm
68.0mm
68.0mm
68.0mm
68.0mm
68.0mm
68.0mm
68.0mm
68.0mm
84
84
84
84
84
84
84
84
84
84
1.06
0.82
0.63
1.06
0.82
0.63
1.02
0.82
0.63
0.78
0.78
0.69
1.06
0.82
0.63
1.06
0.82
0.63
1.06
0.82
0.63
-
56
56
0.33
0.33
0.33
0.48
0.51
0.51
0.51
0.51
0.51
0.51
0.53
0.51
35.5mm
42.2mm
42.2mm
41.2mm
47.0mm
47.0mm
47.0mm
47.0mm
47.0mm
47.0mm
47.0mm
50.3mm
72
58
58
72
72
72
72
72
72
72
72
72
Type
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Free Float
Free Float
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
Wastegated
-
APPLICATION
APPLICATION
HP
50 - 130
100 - 150
100 - 150
100 - 200
140 - 230
140 - 230
140 - 220
140 - 220
140 - 210
140 - 210
140 - 260
150 - 260
Engine
0.4L - 1.2L
1.0L - 1.6L
1.0L - 1.6L
1.0L - 1.6L
1.4L - 2.0L
1.4L - 2.0L
1.4L - 2.0L
1.4L - 2.0L
1.4L - 2.0L
1.4L - 2.0L
1.4L - 2.0L
1.7L - 2.5L
160 - 280
1.7L - 2.5L
170 - 270
200 - 330
200 - 330
170 - 270
150 - 310
150 - 310
1.4L - 2.2L
1.6L - 2.5L
1.6L - 2.5L
1.4L - 2.2L
1.8L - 3.0L
1.8L - 3.0L
150 - 310
250 - 360
1.8L - 3.0L
1.8L - 3.0L
250 - 360
1.8L - 3.0L
250 - 360
250 - 360
1.8L - 3.0L
1.8L - 3.0L
280 - 460
280 - 460
1.8L - 3.0L
1.8L - 3.0L
280 - 475
280 - 475
1.8L - 3.0L
1.8L - 3.0L
250 - 400
250 - 400
1.8L - 3.0L
1.8L - 3..0L
280 - 475
280 - 475
1.8L - 3.0L
1.8L - 3.0L
280 - 480
280 - 480
1.8L - 3.0L
1.8L - 3.0L
300 - 460
1.8L - 3.0L
Wastegated
Wastegated
280 - 480
280 - 480
1.8L - 3.0L
1.8L - 3.0L
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Wastegated
Free Float
Wastegated
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
-
340 - 560
310 - 525
360 - 640
1.8L - 3.0L
1.8L - 3.0L
1.8L - 3.0L
200 - 420
2.0L - 3.0L
400 - 600
400 - 600
400 - 600
400 - 675
400 - 675
400 - 675
400 - 675
400 - 675
400 - 675
450 - 750
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
2.0L - 4.5L
Honeywell
Garrett
Turbocharger Index
by Honeywell
COMPRESSOR
TURBO
Pg
54
55
56
56
56
57
57
57
57
58
58
59
59
59
59
60
61
61
61
61
62
63
64
64
64
64
65
66
66
66
66
67
68
68
68
68
69
69
69
69
70
70
70
70
71
71
71
71
72
73
74
75
76
76
76
76
76
76
76
Turbo
PN
CHRA PN
Bearing
GT(X)35R Turbine Housing Option (PN 740902-4)
GT3776
452159-1
436085-1
Journal
GT3782
452159-3
436085-5
Journal
GT3788R
772719-1
751451-12
Ball
GT3788R
772719-2
751457-12
Ball
GT3788R
772719-3
751457-12
Ball
GT4088R
751470-1
741450-9
Ball
GT4088R
751470-2
751450-9
Ball
GT4088R
751470-3
751450-9
Ball
GT4088R
751470-4
751450-9
Ball
GT4088
703457-2 449739-34
Journal
GT4088 Turbine Housing Option (PN 434309-88)
GT4094R 751470-19 751450-16
Ball
GT4094R 751470-20 751450-16
Ball
GT4094R 751470-21 751450-16
Ball
GT4094R 751470-22 751450-16
Ball
GT40R Turbine Housing Option (PN 448375-18)
GT4294
731376-1
712402-7
Journal
GT4294R
774595-1
451888-9
Ball
GT4294R
774595-2
451888-9
Ball
GT4294R
774595-3
451888-9
Ball
GT4294R
774595-4
451888-9
Ball
GTX4294R 800269-1 451888-43
Ball
Journal
GT4202
731376-2
712402-8
GT4202R
774595-5
451888-11
Ball
GT4202R
744595-6
451888-11
Ball
GT4202R
744595-7
451888-11
Ball
GT4202R
744595-8
451888-11
Ball
GTX4202R 800269-2 451888-44
Ball
GT(X)42(R) Turbine Housing Option (PN 757707-1)
GT4508R
774596-1
451888-28
Ball
GT4508R
774596-2 451888-28
Ball
GT4508R
774596-3 451888-28
Ball
GT4508R
774596-4 451888-28
Ball
GTX4508R 800270-1 451888-45
Ball
GT4708
763740-3
767564-1
Journal
GT4708
763740-4
767564-1
Journal
GT4708
763740-5
767564-1
Journal
GT4708
763740-6
767564-1
Journal
GT4708R
769112-1
769210-1
Ball
GT4708R
769112-2
769210-1
Ball
GT4708R
769112-3
769210-1
Ball
GT4708R
769112-4
769210-1
Ball
GT4718
763740-7
767564-2
Journal
GT4718
763740-8
767564-2
Journal
GT4718
763740-9
767564-2
Journal
GT4718
763740-10
767564-2
Journal
GT4718R
769112-5
769210-2
Ball
GT4718R
769112-6
769210-2
Ball
GT4718R
769112-7
769210-2
Ball
GT4718R
769112-8
769210-2
Ball
GT47(R) Turbine Housing Option (PN 761208-9)
Ball
GT5533R
769115-2
769210-3
769115-7
769210-5
Ball
GT5533R
GT5541R 777210-12
769210-7
Ball
GT6041
731377-2
730496-1
Journal
T04BR
757197-1
Ball
T04ZR
740759-2
Ball
T3/T4R
757197-2
Ball
T3/T4R
757197-3
Ball
T3/T4R
757197-4
Ball
T3/T4R
757197-5
Ball
T350R
757197-7
Ball
Honeywell
TURBINE
Cooling
Ind Whl Dia
Exd Whl Dia
Trim
A/R
Whl Dia
Trim
Oil
Oil
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil
55.0mm
59.1mm
63.5mm
63.5mm
63.5mm
63.5mm
63.5mm
63.5mm
63.5mm
64.7mm
76.2mm
82.0mm
88.0mm
88.0mm
88.0mm
88.0mm
88.0mm
88.0mm
88.0mm
88.0mm
52
52
52
52
52
52
52
52
52
54
0.54
0.54
0.72
0.72
0.72
0.72
0.72
0.72
0.72
0.72
72.5mm
72.5mm
72.5mm
72.5mm
72.5mm
77.0mm
77.0mm
77.0mm
77.0mm
77.6mm
84
84
78
78
78
78
78
78
78
83
Oil & Water

Oil & Water
Oil & Water
Oil & Water
67.8mm
67.8mm
67.8mm
67.8mm
94.0mm
94.0mm
94.0mm
94.0mm
52
52
52
52
0.72
0.72
0.72
0.72
77.0mm
77.0mm
77.0mm
77.0mm
78
78
78
78
Oil
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
70.3mm
70.3mm
70.3mm
70.3mm
70.3mm
70.3mm
74.7mm
74.7mm
74.7mm
74.7mm
74.7mm
75.8mm
94.0mm
94.0mm
94.0mm
94.0mm
94.0mm
94.0mm
102.3mm
102.3mm
102.3mm
102.3mm
102.3mm
102.3mm
56
56
56
56
56
56
53
53
53
53
53
55
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
0.60
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
82.0mm
84
84
84
84
84
84
84
84
84
84
84
84
Oil & Water

Oil & Water
Oil & Water
Oil & Water
Oil & Water
79.8mm
79.8mm
79.8mm
79.8mm
79.8mm
108.0mm
108.0mm
108.0mm
108.0mm
108.0mm
55
55
55
55
55
0.69
0.69
0.69
0.69
0.69
87.0mm
87.0mm
87.0mm
87.0mm
87.0mm
85
85
85
85
85
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
Oil
79.8mm
79.8mm
79.8mm
79.8mm
79.8mm
79.8mm
79.8mm
79.8mm
87.8mm
87.8mm
87.8mm
87.8mm
87.8mm
87.8mm
87.8mm
87.8mm
108.0mm
108.0mm
108.0mm
108.0mm
108.0mm
108.0mm
108.0mm
108.0mm
117.6mm
117.6mm
117.6mm
117.6mm
117.6mm
117.6mm
117.6mm
117.6mm
55
55
55
55
55
55
55
55
56
56
56
56
56
56
56
56
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
0.69
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
92.7mm
82
82
82
82
82
82
82
82
82
82
82
82
82
82
82
82
Oil
Oil
Oil
Oil
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
Oil & Water
91.2mm
93.8mm
105.8mm
105.7mm
59.0mm
66.7mm
56.6mm
58.0mm
53.9mm
59.0mm
59.0mm
133.3mm
133.3mm
141.0mm
141.2mm
76.1mm
84.0mm
75.0mm
75.0mm
76.0mm
76.1mm
76.1mm
47
49.5
56
56
60
63
57
60
50
60
60
0.69
0.81
0.81
1.05
-
111.5mm
111.5mm
111.5mm
129.5mm
74.2mm
74.2mm
65.0mm
65.0mm
65.0mm
65.0mm
71.0mm
84
84
84
84
76
76
76
76
76
76
76
A/R
1.06
0.82
0.63
1.06
0.82
0.63
1.06
0.82
0.63
1.12
1.12
0.89
0.99
1.11
0.85
0.95
1.06
1.19
1.34
1.19
0.85
0.95
1.06
1.19
0.85
0.95
1.06
1.19
1.15
1.01
1.15
1.28
1.44
1.15
1.01
1.15
1.28
1.44
1.01
1.15
1.28
1.44
1.01
1.15
1.01
1.15
1.28
1.44
1.01
1.15
1.28
1.44
0.96
1.08
1.23
1.39
0.96
1.08
1.23
1.39
0.96
1.08
1.23
1.39
0.96
1.08
1.23
1.39
0.96
1.08
1.23
1.39
1.00
1.00
1.00
1.25
-
APPLICATION
Type
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
Free Float
-
HP
Engine
320 - 500
350 - 550
400 - 675
400 - 675
400 - 675
400 - 675
400 - 675
400 - 675
400 - 675
400 - 725
2.0L - 4.0L
2.0L - 4.0L
2.0L - 5.0L
2.0L - 5.0L
2.0L - 5.0L
2.0L - 6.0L
2.0L - 6.0L
2.0L - 6.0L
2.0L - 6.0L
2.0L - 6.0L
450 - 800
450 - 800
450 - 800
450 - 800
2.0L - 6.0L
2.0L - 6.0L
2.0L - 6.0L
2.0L - 6.0L
425 - 850
425 - 850
425 - 850
425 - 850
425 - 850
475 - 950
450 - 1000
450 - 1000
450 - 1000
450 - 1000
450 - 1000
525 - 1150
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
2.0L - 7.0L
600 - 1100
600 - 1100
600 - 1100
600 - 1100
700 - 1250
2.0L - 8.0L
2.0L - 8.0L
2.0L - 8.0L
2.0L - 8.0L
2.0L - 8.0L
700 - 1150
700 - 1150
700 - 1150
700 - 1150
700 - 1150
700 - 1150
700 - 1150
700 - 1150
800 - 1350
800 - 1350
800 - 1350
800 - 1350
850 - 1350
850 - 1350
850 - 1350
850 - 1350
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
2.5L - 10.0L
850 - 1550
1100 - 1700
1200 - 1800
1350 - 2000
3.0L - 12.0L
3.0L - 12.0L
3.0L - 12.0L
6.0L - 12.0L
91

Garrett Catalog V4

Uploaded by

Copyright:

Available Formats

Garrett Catalog V4

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Garrett Catalog V4

Uploaded by

Copyright:

Available Formats

What are some of the testing procedures Garrett uses to ensure turbocharger reliability and safety?

What are some of the testing procedures Garrett uses to ensure turbocharger reliability and safety?

What are some of the main components and features of a turbocharger?

What are some of the main components and features of a turbocharger?

Garrett -Sponsored Drivers

Why Garrett? - History and Testing.................................................pg 4

The heritage of the turbo business began in 1936 when

A turbocharger is a highly technical product that requires

Today, Garrett continues to redefine the art and science

Vistit www.TurboByGarrett.com for complete test list.

Garrett GTX Turbochargers

Garrett Dual Ball Bearing

A Garrett Turbo for Your Vehicle?

How a Turbo System Works

Engine power is proportional to the

[3] that cools the compressed air to

manifold [4], the air enters

What are the Components of a

How Do I Choose the Right Turbo?

Selecting the proper turbocharger for your specific

A/R describes a geometric characteristic of all compressor

What is Wheel Trim?

Trim is an area ratio used to describe both turbine and

Blow-Off (Bypass) Valves

airflow is quickly reduced, causing flow

this energy (e.g. exhaust flow) reduces

Internal wastegates are built into

External wastegates are added

Garrett ball bearing turbochargers

Following a hot shutdown of a

Turbo Selection - Gas

This article is more involved and will describe parts of the

In determining Pressure Ratio, the Absolute Pressure at the

accounted for when determining pressure ratio. This depression

Turbo Selection - Gas

Garrett maps, the choke

Things you need to know:

Turbo Selection - Gas

Calculate manifold pressure required to meet the Horsepower, or

Remember our discussion on inlet depression in the Pressure

We now have enough information to plot these operating points

Turbo Selection - Gas

Well choose the engine speed at which we would expect to see

Turbo Selection -Diesel

Todays diesel engines represent the state of the art in technology

Competition Use -- More and more enthusiasts are interested in

Turbo Selection - Diesel

MAPreq = Manifold Absolute Pressure (psia) required to

For our project engine:

To get the correct inlet condition, it is now necessary to estimate

For the 2.0L engine:

many of the Garrett

And a pressure ratio of:

Turbo Selection - Diesel

Looking at the previous map, the compressor does not flow

a Garrett GT4094R. Another option that could also be considered

A larger turbo is designated as the low-pressure turbo and the

involved and questions should be discussed with your local Garrett

engine, consult a Garrett

Find your Garrett