MD321V or Rotated GT3076R?
22 March 2009, 10:46 PM
#1
MD321V or Rotated GT3076R?
Interested to hear some thoughts of the people that have had or experienced the above turbos.
I currently have a brand new GT3076R and Tial 44mm EWG... all i need to do is fabricate the up/downpipes to fit them.
The lazy bit of me is thinking if its worth it over fitting a stock location MD321V?
Engine is a built 2.5ltr
Any thoughts as to if the GT30 will be better and if so ... how much better?
I currently have a brand new GT3076R and Tial 44mm EWG... all i need to do is fabricate the up/downpipes to fit them.
The lazy bit of me is thinking if its worth it over fitting a stock location MD321V?
Engine is a built 2.5ltr
Any thoughts as to if the GT30 will be better and if so ... how much better?
22 March 2009, 11:49 PM
#2
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Difficult to say with any degree of certainty due to the limited pump fuel experiences of either. AFAIK only Duncan is actually running a V, and no one has tried a rotated GT3076. From my experience though, if you want really good top end boost, rotated and external wastegate is the way to go.
23 March 2009, 12:21 AM
#3
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What size exhaust housing on GT3076R?
Had one on my own car a few years back.. got one to map in a few weeks on a 2.35..
also got a V to do on a 2.35 in a few more weeks time.. lol
power of both should be similar (depending on housing).. although would expect as Martin suggests more torque from the MD.
the standard location is less hassle in many ways but if you want more later it is easy to unbolt and change exhaust housing or replace whole turbo with larger where as there is not really anything larger that will fit in standard location etc..
Simon
Had one on my own car a few years back.. got one to map in a few weeks on a 2.35..
also got a V to do on a 2.35 in a few more weeks time.. lol
power of both should be similar (depending on housing).. although would expect as Martin suggests more torque from the MD.
the standard location is less hassle in many ways but if you want more later it is easy to unbolt and change exhaust housing or replace whole turbo with larger where as there is not really anything larger that will fit in standard location etc..
Simon
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23 March 2009, 11:17 AM
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Frayz,
When you say GT3076, do you mean a GT30R, because there is more than one spec' of GT3076 ? Because the GT30R, and a slightly larger version have been used before.
Mark.
When you say GT3076, do you mean a GT30R, because there is more than one spec' of GT3076 ? Because the GT30R, and a slightly larger version have been used before.
Mark.
23 March 2009, 05:21 PM
#13
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from what i have gathered is that a rotated set up has more top end that the equivalent(sp) standard position turbo....
I can't comment on a V but i've drove a T and the top end seems to end at 6k where as a GT30R is still pulling then.
My GT3040 is still pulling at 7k
I can't comment on a V but i've drove a T and the top end seems to end at 6k where as a GT30R is still pulling then.
My GT3040 is still pulling at 7k
23 March 2009, 05:28 PM
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Peter,
You need to compare turbo's of the same, or similar flow. An MD321T will peak earlier than a rotated GT30R, because the T is a 450bhp, and the 30R a 500bhp turbo. The GT3040 being another step up again.
IMHO, the V will out spool, and maintain power as well as the 30R.
Mark.
You need to compare turbo's of the same, or similar flow. An MD321T will peak earlier than a rotated GT30R, because the T is a 450bhp, and the 30R a 500bhp turbo. The GT3040 being another step up again.
IMHO, the V will out spool, and maintain power as well as the 30R.
Mark.
23 March 2009, 05:51 PM
#15
Mark, its a 30R correct.
60mm turbine wheel with 84 trim .82AR, 76.2mm compressor wheel with 56 trim .60AR
Im also wondering if it will be too much for an unsleeved EJ257... so do i sleeve or not? Hmmmmm?
60mm turbine wheel with 84 trim .82AR, 76.2mm compressor wheel with 56 trim .60AR
Im also wondering if it will be too much for an unsleeved EJ257... so do i sleeve or not? Hmmmmm?
Last edited by frayz; 23 March 2009 at 05:57 PM.
23 March 2009, 08:15 PM
#16
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23 March 2009, 10:49 PM
#19
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I never capped my boost Frayz. 
That is not to say my cylinders won't split in the future, but they have not caused any integrity issue so far. 
I believe sleeving can create it's own issues, so it is not an easy thing.
I truly believe the quality of the mapping goes some way to help.
That is not to say my cylinders won't split in the future, but they have not caused any integrity issue so far. I believe sleeving can create it's own issues, so it is not an easy thing.I truly believe the quality of the mapping goes some way to help.
23 March 2009, 11:54 PM
#21
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The block mod was done post delivery from Cosworth and any engine builder worth their salt would be able to deduce what I probably have had done. The block mod would not specifically combat a liner splitting, it was done for other reasons, so I would not read too much in to that.
If I was going for a ***** out 600+++++bhp I would look around and "possibly" of chosen another type of block, but this one has served me well so far. The Type25 Race Car had the same engine as mine and ran over 600bhp without any standard cylinder integrity issues.
If I was going for a ***** out 600+++++bhp I would look around and "possibly" of chosen another type of block, but this one has served me well so far. The Type25 Race Car had the same engine as mine and ran over 600bhp without any standard cylinder integrity issues.
24 March 2009, 09:32 AM
#23
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Duncan.... have you got alzheimers lately! 
As stated on 22b (not verbatim)....
When the bores were measured properly (i.e. they were measured quick and dirty at first) nothing was wrong with them. All three rings on each piston were shiny all round, displaying excellent ring to bore seal. If there had been ANY issue with that block, it would of been dumped when the engine was stripped. I would NEVER run this spec with a sub standard block. The reason for the strip down and freshen-up is to ensure it does not need anything for another 20k miles (fingers crossed lol).
As stated on 22b (not verbatim)....
When the bores were measured properly (i.e. they were measured quick and dirty at first) nothing was wrong with them. All three rings on each piston were shiny all round, displaying excellent ring to bore seal. If there had been ANY issue with that block, it would of been dumped when the engine was stripped. I would NEVER run this spec with a sub standard block. The reason for the strip down and freshen-up is to ensure it does not need anything for another 20k miles (fingers crossed lol).
24 March 2009, 09:40 AM
#25
What size exhaust housing on GT3076R?
Had one on my own car a few years back.. got one to map in a few weeks on a 2.35..
also got a V to do on a 2.35 in a few more weeks time.. lol
power of both should be similar (depending on housing).. although would expect as Martin suggests more torque from the MD.
the standard location is less hassle in many ways but if you want more later it is easy to unbolt and change exhaust housing or replace whole turbo with larger where as there is not really anything larger that will fit in standard location etc..
Simon
Had one on my own car a few years back.. got one to map in a few weeks on a 2.35..
also got a V to do on a 2.35 in a few more weeks time.. lol
power of both should be similar (depending on housing).. although would expect as Martin suggests more torque from the MD.
the standard location is less hassle in many ways but if you want more later it is easy to unbolt and change exhaust housing or replace whole turbo with larger where as there is not really anything larger that will fit in standard location etc..
Simon
Banny
24 March 2009, 11:27 AM
#26
The block mod was done post delivery from Cosworth and any engine builder worth their salt would be able to deduce what I probably have had done. The block mod would not specifically combat a liner splitting, it was done for other reasons, so I would not read too much in to that.
If I was going for a ***** out 600+++++bhp I would look around and "possibly" of chosen another type of block, but this one has served me well so far. The Type25 Race Car had the same engine as mine and ran over 600bhp without any standard cylinder integrity issues.
If I was going for a ***** out 600+++++bhp I would look around and "possibly" of chosen another type of block, but this one has served me well so far. The Type25 Race Car had the same engine as mine and ran over 600bhp without any standard cylinder integrity issues.
24 March 2009, 10:17 PM
#28
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So if you want to upgrade from a V you are pretty much stumped until further notice
Or if you put a rotated 30R in for now then your next upgrade is pretty much a stone throw away
Mark..what is my best next turbo upgrade that i can go for?
