Thank you - i'm glad you are benefiting from these videos!

Thanks for the feedback - glad you found a reliable source.

Thanks for the compliment, glad you enjoyed the content.

Thanks - as explained.

Pleasure sir - glad you enjoyed it.

Much appreciated - videos coming soon with tests between our housings and other market available units.

looks like imbalance pressure on the turbine wheel

@@TurboAcki I wonder if that can cause a compressor stall in certain conditions, what those conditions might be, I don't know.

Happy to help

If is a symmetrical design, then its easy - divide the AR by two - if its asymmetrical, then it must be measured, which will require cutting the housing in half.....

@@TurboDirectSA I wasn't sure if it was as simple as AR/2. now I know. It's a symmetrical design C type housing. With the crude implementation of the matchbot, I can get 20psi between 2k-4krpm with a EFR7163 but replace the 63mm turbine with a 70mm. They share the same core so I'm thinking it should work. Just want to pick up sub 2k response without a VGT added too many moving parts. This is on a 4.2L diesel.

@@liamcooper6721 Increasing the turbine size will reduce response - especially on a low revving Diesel application - stick to the 7163.

@@TurboDirectSA the 70 should work just as well for the range I'm looking. the 4.2L has enough torque under 2000rpm that it doesn't need the turbo like a >3L does and projected to have ~1.4bar by then without a QSV just using a duel scroll. It also allows me a boost range of 0.8-1.4 bar without too much loss either end. its not too big that it cant build boost by 2k and its not too small that it chokes from backpressure allowing efficient power without dumping too much heat into the charge air as well. If I try to run a 63mm 0.8AR (only duel scroll on B1 frame) then I would projected to be at -1 Delta pressure by 3k and -10 by 4K which it not an efficiency loss I like looking at also means more charge air heat, less power. Now all that being said, if I use a QSV on the 70mm it will pick up the sub 2k "lag" enough to where street driving and off-roading shouldn't feel like a slug (like a mazda 2.2L diesels from around 2015). If this all fails its not hard to swap the smaller core or even try the 64mm 0.92. Experimenting for the best package to my requirements is half the fun of what I want but a good starting point with the numbers. I'm not going to go stupid and drop a 9180 on it 🤣

Thanks for the compliment

Lemme know what info you need - happy to help

Thank you sir!

Thank you Carl.

Hi buddy - thanks for the comments. It is possible to create a plot map on the compressor showing where the engine will operate with a specific choice of turbocharger and the differences when choosing a different turbine housing - sure.

Thank you Joshua

Thank you for the suggestion - Ill put this on the list.

It is important to a reliable and properly functioning setup. Using the incorrect housing AR for an intended purpose or application can shorten the life of the turbo and obviously affect the setup.

@@sakkiebotha2416 In my case I wouldn't have had a failure, but gained heaps of mid range without losing any top end

Great idea - will do

@@TurboDirectSA can’t wait set my notification on for you guys! 👍🏼

1) The newer G series turbine housings are nothing like the older model families. these are all clean sheet designs, so nothing previously made in the GT or GTX series is a direct comparison. These are not T3 or T4 family housing designs. 2) Impossible to do without having the turbine housings physically in front of you, cross sectioning them and physically measuring the A (Area) value and then measuring the Diameter for the R value and then doing the maths. Each manufacturer uses their own testing on a gas burner and measures all the parameters, pressures, EGT's, Mach air speed, air flow through the turbine, RPM of the turbine etc in order to ensure firstly reliability (the turbine vibrations through blade excitation does not exceed the 4th order - resulting in blade burst, or breakage etc) and then doing the necessary changes to the volute size and designs to finalise the product for market release. HX35 housings are alot larger than you expect, you'll see when you play with them on an engine. Been there and got educated :-)

Im planning on doing this together with a physical turbo change on my dyno to show the calculations and results in a real world example.

This video is going to be great!

Thanks Steve for your comment, the AR is larger between two housings which use the same turbine, because of the volute area being larger or smaller. measurement for the calculation of any turbine housing is taken from the same place no matter what housing you trying to calculate the AR of.

Sure ill do this for you. It will come next week in a new video series on failures.

It's unfortunately not possible to answer this question, it depends on a myriad of things from the engine build, fuel, boost, tuning, hardware and the list goes on. Physical testing on one engine will never yield the same results on another ---

This is exactly what we did with the IS38-700 and the IS38-600 -- see here:- kzfaq.info/get/bejne/hMWjgdp-ta2ym4E.html

I did think the drawing referenced was showing this.

Hi Finn - thank yo for the comment - the T3 and T4 housing families are completely different in the size and AR volute dimensions. The turbine wheel that operates inside them is also different. The T4 housings will spool much later than the T3 housings (using the same size turbine shaft) due to the larger Volute dimensions (volume inside the T4 housing is alot larger) - this T4 housing has less back pressure as a result, and will flow more freely up top of the engines RPM and will make slightly more power - engine dependant. I might have some scrap T4 housings lying around, which i will cross section for you and make a video showing this to give you a better understanding of this.

Garrett - part# 883938-5002S

Thanks for the comment - this is why our housings are much better at controlling spool up time and back pressure. There are "tricks" that when paid some attention to, they will yield a favourable result. The larger the gap the less responsive the turbine stage - GENERALLY speaking. There are other aspects that also play a part in this aswell.

@@TurboDirectSA Do you think, its worth a risk, to add here material by tig welding (as housing is "stainless"..) and close the gap somehow, maybe resulting in similar scroll end shape as in your housings. Or weld going to separate later in future, and destroying the turbo? Its very unpleasant feeling using expensive shxxxt product, when trying to make a car better.

@@MotortunePhoB This wont be possible - i tried this once and made a hash pf the housing, had to abandon the housing after that.

Machining the profile larger in diameter for a larger wheel will not change the AR of the housing at all because the centre to centre distance between the Radius inside the housing volute has not changed in relation to the centre of the volute tract at the tongue. What you need to be careful of is not to machine away the tongue when opening up a housing internally, as this will totally change the housings characteristics.

Turbine housings in specific family ranges are able to be changed - depending on the manufacturer. Garrett GT30 and GT35 housings are physically the same dimensions and interchangeable. Depending on your setup and turbo choice there could/could not be options.

Check the channel - there are some videos on this topic.

Machining starts next week on the new bath of turbine housing castings, and we will begin with the compressor housings soon afterwards.

Mobeen please give me more information about this setup, what motor, what turbo, etc

Hey Alex, send me more info on the engine used, boost level and compression ratio of the engine. Also what fuel you using? How are you controlling the gate?

We use the 1.3/4" schedule 40 (3mm wall thickness) stainless tubing.

TurboDirect S.A thank you 😊

@@cetGT3 Pleasure

Thanks for the comment Lucjan, yes you are 100% correct - the Radius is measured from the centre of the turbine exducer position to the centre of the volute shape, which is cut through the tongue (centre line of the housing) Reduction of the volute has everything to do with each housing design, how much it reduces, over distance, or circumference, or if it changes shape or not, is entirely up to the design of the housing. There are no "rules" per se. The housings we design are tried and tested before released into the market and we have our own set of guidelines and design parameters internal to our volute structures.

@@TurboDirectSA thanks for the reply. I once had to do a redesign of a volute for a micro turbo genset, and knew very little about them back then. I found that the original design was too tight about halfway its length. And cfd showed a very large velocity gradient at the tongue. So I redesigned it using the constant angular momentum approach, which helped to mitigate most of that gradient. I wondered what was your approach in optimizing the shape. I appreciate that this might be a trade secret, though. I re-read my comment. I didn't mean it in a hostile way, perhaps I was just a little too tired when typing it.

@@lucjannastalek9978 It is a secret to be honest, and the housing design works 100% together with the turbine ability to "use" the mach speed, volume and pressure of the energy at the tongue, aswell as the turbines ability to drive the compressor on the other side with the shaft power (shaft blade design comes into play) depending on the compressors design, mass etc. This is why we use CFD simulation to marry up all these components and find a result that we are happy with. Then its mapping the compressor to see if any of this affects the surge limit and what the resulting flow capabilities are overall. Its not easy at all, and we have made many mistakes, and continue to make mistakes, but we have resources available to us that povide answers and shed light on the subject, which we use to attempt to solve the issues/problems/challenges and re-run the tests and simulations before making moulds - even once we have made moulds, we find problems, and land up making new moulds with changes.... Its a very expensive exercise and frustrating to say the least, but with every challenge comes experience and we learning daily. We choose to share only some of the info with the channel viewers and are limited to what we willing to share for obvious reasons - the chinese are always watching, stealing and "borrowing" ideas, and designs..... I did not take offence at all buddy - dont stress, i appreciate your comments.

Unfortunately not the connection and internal structure is just not possible to combine this housing to the IS38 - I would never want to combine these anyway - there is no benefit at all --- for a reliable and powerful result - see here:- store.turbodirect.co.za/index.php/shop/turbochargers/is38-550t-forged-5569-detail and here:- store.turbodirect.co.za/index.php/shop/turbochargers/is38-450t-forged-5568-detail

@@TurboDirectSA awesome thank you for your feedback, reason I ask is because the tdo6sl2 inducer and is20 exhaust exducer are used in the vortex xl but thank you for affirming that before I used 55-60k on buying one .

@@tylerda282 carful of the journal bearing turbochargers using the same diameter shaft (compressor hole diameter) they WILL fail - like the TTE, and others check my other videos on the IS38 turbo failures -- its covered in there.

Unfortunately nothing we willing to share. Apologies.

@@TurboDirectSA I can respect that! Tells me I may be on the right track to what I am thinking on my project. Thanks.

David, no they are different family housings, therefore different sizes internally - even with the same AR number/digit, the physical volume inside the housings are different. E.G T3 AR82 is a smaller housing physically internally (the volume of the volute inside the housings scroll) compared to a T4 AR58 - the digit/number does not relate to overall size when comparing housings from different families.

@TurboDirectSA can we change a t4 housing to a t3 or need different shaft? Pte 6262 t4 .68ar to a t3 .63 ar?

Not at this time no - we are concentrating on our own designs for now

This is correct due to the higher flowing turbine - nothing to do with the A/R of the housing.

Great question - the size/AR/volume of the volute is always calculated in the same manner no matter which style/scroll design. So the AR81 single scroll is smaller physically than the twin scroll AR85. It doesnt matter what the design/scroll of the volute it, the AR relates to the AREA of the volute (at the tongue) divided by the Radius of the turbine blade -

Thats a very good question, the answer is No not at all -- this is a misconception made very easily by identifying the housing by its AR NUMBER - this is not how its done. The AR64 T28/GT28 turbine housing volute is SMALLER than the T3 (large family turbocharger) AR48. The T3 AR82 turbine housing is smaller than the T4 AR58 housing. The NUMBER relates to the volute area in that family model range, and are not comparable to the other family housings. Ill go into more detail on this in a separate video for you -

@TurboDirect S.A 7:50 same wheel R = same 76mm turbine t2 vs 76mm turbine t3 is not the same 76mm Radius ? (I know this is not how it works) Therefore .75 on both would have the same crossection, or the wheel is not what R is refuring to. Is the arc to the Centerline of the cross-section measured area? ( Centerline of a teardrop is difficult to find[devided housing]) Thank you for putting up the knowledge for the world to learn and being patient enough to answer the world's questions. Dammit Dave Dream Big Chisel Down To Reality

@@daviddroescher even though the diameter of the turbine is the same in the two different housings, the AR will be totally different because the area in the volute (A = area) is larger. Changing any of the A or R values will change the resulting AR value. So in using two different housing "families" (larger A=area values) will result in larger turbine housing AR and lower backpressures and increased lag - provided the internal design, tongue etc are identical.

These are casting numbers, the refer to pattern numbers - i have had this question many times - its nothing to do with the housing or its volute size/specifications at all.

@@TurboDirectSA thanks

@@vratislavrusz9284 Pleasure sir

Forget about making 800HP with a T3 AR48 turbine housing. It will be a long stretch to make 800HP with even running the AR63 turbine housing ---- you will need a turbo that is able to provide the high flow ability up top engine RPM - without falling off, or you will battle to make 800HP - the engines VE in this case is in the high engine RPM - so any turbo too small or with too much back pressure (small turbine housings) wont cut it. you will need to have something in the 1000HP capable range so that you don't screw the turbo to its max permanently while making that target HP. I would definitely consider the Airwerks range of turbos, for the best bag for the buck - these are the most bullet proof journal bearing options around currently. The EFR8474 Black Series will work very well on this setup aswell and will make the power with the best all round response for the street should it be used for this purpose. The smallest turbine housing AR on the 8474 is AR83 with T3 inlet flange face.

Definitely looking into it now...would It it make more sense to get a ball bearing upgrade if it's available???

The manifold I'm running is a external wastegate I see that the turbo recommend is a internal waste gate ..

The manifold I'm running is a external wastegate I see that the turbo recommend is a internal waste gate ..

@@cinndyyramoutarr Ball Bearing is expensive, BUT has its advantages and they are great advantages (we'll get to the DIS-advantages last) Spool is improved, and so is thrust loading "consumption" Price and repairs -- always the biggest DIS-advantages - the Airweks journal bearing turbos are designed specifically for massive boost (just look at the P2C ratio on the compressor maps - MUCH higher than many ball bearing counterparts. In actual fact some of the JB units are able to withstand higher rotational speeds SIZE FOR SIZE -- especially the large frame turbos - more on this for another discussion.

The lower backpressure by changing the turbine housing AR, relates in higher HP numbers - how does this happen. Well the more flow through the turbine (less backpressure) allows the compressor to be driven faster (higher rotational rpm) - simple as that.

Are you referring to the Downpipes? If so yes, but not the shielding alone. We use it to shield the DP's they come cut in specific sizes already which are welded onto the pipes.

Are you referring to the Downpipes? If so yes, but not the shielding alone. We use it to shield the DP's they come cut in specific sizes already which are welded onto the pipes.

No it is nothing the same at all, Garrett use one casting for both the 30 and 35 family - which has a great negative effect on spool for the 30 family housing as a result due to the distance between the tongue and inducer blades and a few oter reasons.

@@TurboDirectSA where I can order your housing?

@@tuksee please shoot an email to info@turbodirect.co.za attention Chris

What rotating assembly will be operating inside ?

@@TurboDirectSA ball bearing

@@TurboDirectSA this is for lsvtec fully built about 1.85 liters

@@Nadimarco90 Which turbo Nicholas? The AR63 usually fits the 30 and 35 family size rotating assemblies. What HP Target do you have in mind? What is the car used for? Track, drag, street, drift etc??

@@TurboDirectSA it’s for a drag car 6266 750 hp ish maybe more

You will not be able to calculate anything without cutting open the housing and taking an actual measurement - im not sure where you got the figure from, but unless they are actual measurements taken off of a cast housing which is dissected across the tongue, you will be in the dark. Secondly how did you measure the volume of the shape in the Garrett housing? TIP - 3D scan the shape and convert this to a 2D drawing, and let the drawing package measure the volume for you. If you don't have a 3D scanner, use a material with a known density and cut it into a shape that ALMOST fits into the volute opening where you have cross sectioned the housing (it must not fit inside the hole, otherwise its too small) and then use a burette with a liquid to measure the volume of the part, and use that for the calculation.

@@TurboDirectSA Thank you very much for your answer. I tried to navigate visually, to the place where the tongue is located. I also looked at the data of the cases that are sold on ebay and AR and area are indicated there in cm2. I'm trying to model in the program and I get a visually smaller section with AR 0.82 than I see on the finished case. I take the distance from the axis of rotation of the shaft to the center of mass of the area. If everything is as you say, then I'm on the right track, thank you for shedding light on this area.

@@DenisDorokhin Pleasure - sorry pal, no measurement = incorrect calculation. Its that simple. Cut the housing and measure it. If you know its an AR82 why you measuring it?

@@TurboDirectSA Still, I have a problem... Take a GT35 with a diameter of 68mm, the radius is 3.4cm, let's simplify, and imagine a circular inlet with a radius of 1.3cm, then A/R = 3.14*1.3*1.3/(3.4+1.3) = 5.3/4.7 = 1.27! But before my eyes I keep the GT35 case with AR 0.82 and there is clearly more area and less AR. Tell me where am I wrong? 5.3cm2 is very little to enter the turbine, right? I try to design my body... a hobby. Thank you for your answers.

@@DenisDorokhin Cut the housing - not possible the way you doing it. imagining is not accurate. Cut the housing open and measure the volume. Without this you will never come right.

Its simply the calculation result is in CM2 instead of inches. The method used to calculate the AR remains the same. Area over Radius.

Thank you for the compliment

Thanks for the comments, much appreciated. Im surprised that you dont know who TurboDirect S.A is- we are the largest turbocharger business in South Africa for years. We hold all the OEM turbo brand agencies directly and have done so for more than a decade and a half. :-)

@@TurboDirectSA hi thanks you guys are not involved in the drag racing like being a sponsor of some kind as you know south Africans like horsepower and legal drag racing we have a few cars please contact me

@@user2917 The TurboDirect S.A sponsored twin turbo mustang is the only door drag car in Africa that has run a 6sec 1/4mile - driven by Gavin Wilkins. Almost all the top cars and bikes run products form TurboDirect S.A. Sakkie Van Jaarsveldt still holds the fastest 1000m sprint of 389.5km/h -- stands today for street legal bike. Theo Cahill ran 8.7Sec 1.4 mile at 297kmh done at ODI - full street legal bike Sakkie Van Jaarsveldt texas mile 1600m sprint from standing start - 409.6km/h - still stands!!

@@TurboDirectSA thanks for the info those are very good

Next week we should have stock on hand of the new castings, and machining completed in a week thereafter. Then you ready to rock.

No bolt on options for the ecoboost from my stable as yet -- perhaps something to come in the future.

@@TurboDirectSA I'm projecting having this project complete by Spring End of March maybe even into mid April I don't suppose you'll be ready just yet?

@@johnhoward6551 Not bolt on for the Ecoboost motors no -- we dont even get these in S.A, so for me to design something, it would require a vehicle/engine to work on physically to work around the geography available under the hood.

@@TurboDirectSA In my mind you would certainly be the man for the job Thank you for all the information and your work

@@johnhoward6551 Thanks pal!

Are you requesting a holset turbo for this engine?

Engion rated rpm 2300

Eveco engion tractor

You are correct indeed - apologies, mistake there.

It clearly states Radius in the catalogue - kzfaq.info/get/bejne/hLuVp5CCtJyog4U.html

Radius from shaft to center point of area.

@@V8Lenny yeah that is correct it from the centre of the wheel to the centre of the area in the voute. you can see it in the diagram from the garret catalogue 7.23 in the video. However it possible that diameter of the wheel might happen to be the same as the radius from the centre of the wheel to the centre of the area in the volute.

you still do very nice videos, and i like the way you explain stuff and are not afraid to tell the full story.

@@davidwallis4567 Thank you - we will always share all the facts.

Thats correct - the video title is "Turbine housing AR explained"- its got nothing to do with engine performance, its strictly related to housing AR only. If you have a question relating to a specific engine specification, and you can provide the complete engine spec outline, i would be more than happy to shed some light on your project for you.