Turbo comparison between Garrett G Series and a Borg Warner EFR.
So in an ideal world we've liked to have done this with a g25 550 but at
the minute.
They're basically impossible to get hold of so who knows when will be
able to get one of those on film again, but from the outside.
It's exactly the same as it's G36 so realistically to look at them on
the bench.
They're basically the same just the turbine and compressor sizes that
are different and obviously this small differences in the turbine
housing aesthetically because it's different size for different size
wheel but again they look the same so.
Madonna the comparisons, but we haven't actually done anything that's
Direct comparison on caravan divan.
Set up so the band indie band out open scroll your kind of bog
standard type.
aftermarket turbo ride most set-ups revolve around a v band in the
handout
outside of twin-scroll stuff which is obviously all T4 so the first
thing with these is that this year for sand and alloy core version or
sell them as two different kinds of Turbo this they do sell it without
my call and they sell it with an iron core the g-series you can only
buy that with a iron so from awake perspective.
There is quite a lot of difference about 2 and a half kilos between
these two turbos which is quite a lot really need to talk about twin.
Set up obviously that's like 5 kilos and in terms of again hanging
weight off a manifold and reliability the light of the better.
You can turn off this quite a lot.
So you really would you know it is quite an advantage that they do
sell them with an alloy call then.
Terribly a lot more expensive but again most people.
I think when they get into these cancer levels are spending this kind
of money a bit more maybe 10% more than alloys.
It's not what you would considered what I would consider to be
expensive really looking at the compressor covers aesthetically
they're very different.
They are actually is active totally different features again.
This one's RG30 6ty.
This is a 616 compressor wheel which is a 67mm this would be the same
as a 750 VFR is a 6258 efr.
Obviously induce the sizes in exercises a different and that's just
down to the actual compressor geometry again looking at the compressor
wheels, they are very different.
It's just comes down to.
Really complicated Kinder firm arrow compressor tech really but they
both work really well the recirculation valve built into the outside
of it which is really nice feature and the boost control solenoid
again really nice feature.
Just makes it a lot more a lot easier to install on some setups.
Obviously not going to use that you might be using an external for
Port boost control solenoid for using an external boost controller on
some kind of stand-alone ECU you might not want a built-in
recirculation Derby Mountain a big dump valve blow off valve, but it's
there if you need it.
A lot of sex abuse it so it's it's something that you can quite easily
take off but you really can't easily add that kind of level of fit and
finish they both have speed sensor port in them again.
That was something that was added to the G series Turbo when they were
kind of released this speed sensor port which is really crucial Alma
lot of setups.
I host bar setup racecar.
You know compressor compressor wheel speed is something that's very
useful in terms of TuneIn obviously the fr1 is the taps re.
boost pressure
as his GCSEs now, they didn't used to be on the GTX but again the
g-series.
They are now drilled and tapped for that boost pressure port which is
a nice feature after drilling bloody brand new turbo.
What used to have to do them over you can see that they are quite
similar in terms of code.
Is I now as well, so these are laid out pretty similar sofa getting
this one's iron, and this one's aluminium and it's wonder what heavier
you both have to Portsea the side for coolant with come with a
built-in restrictor and they both have exactly the same kind of oil
return setup which is the t-bolt or its drilled and tapped.
Like a dash 10 style Returns be put straight in there slight advantage
on the g-series once it does come with her a dash 6 fitting both sides
for coolant unsettled right news that you lose a banjo on a motorway,
but anything you know those 6 adaptors are really nice.
So this is one feature which is quite nice and quite confusing in the
way.
Is it the G series has a v band to connect the core to the turbine
housing?
the fr hazarvi bands connect the Corsair compressor cover
an the v-band is a really nice in terms of how easy it is to just
adjust it just one nuts.
Dislike self tension they don't really come loose it's it's a really
nice way of doing things but it's interesting that.
They've done it on different sides because it would be really nice if
you had van both sides like on a full motorsport turbo.
Again packaging makes it a little more difficult but the g-series
really compact.
I don't know why they gone for the cork lamps on the compressor cover
and why have gone to the court plants on the turbine housing all I
know is that cool camps on the turbine housing have a long history of
vibrating and rattling loose obviously anything on the turbo inside.
There's a lot of high flow high flowing Gas Gas and it's hot they heat
up cool down with loads of heat Cycles the vibrate a lot sometimes the
bolts can come loose it seems that some people get lucky.
I don't know if that's down to initial installation the kind thread
lock used those kinds of things.
I'm not sure again.
It's one of those things you kind of kind of get a feel for overtime
the more you do the more experience you have with them.
You know some people get lucky.
Some people get a feel for it, but the v-band on the turbine house and
it's definitely a much nicer feature, so yeah, if you really nice in
the future if we could see her and an aftermarket turbo with a on both
sides.
I mean it's one of those things at once you've done that initial
installation realistically you ever need to adjust it, but it is a lot
nicer and again.
You know you got less chance of them the bolts coming.
Loose is just one nuts and then you could do it if you wanted to and
then it's never going to come.
Loose.
Yeah, that's a feature that are probably in an ideal world would
change and then on the back sides hot sides.
They're called got the turbine housings again.
These are different sizes.
This is g30.
This is a A58 so there are obviously different sized turbine wheels
these on the ideal turbostratic compare wheels.
When are we looking at that we're just looking at the actual
physicality of them want a really nice features as a fabricator is the
G series Turbo has a female locating ring it and the Borg Warner one
doesn't that flange sitting there you get a really nice gas.
Seal.
You don't have to worry that you know you need a gasket saw it can't
blow wants that clamps on there.
There's no chance that's going to blow because of the 90-degree angles
that gases got to get out of on the Borg Warner you don't get that so
there's no female locating flange from the kind of making plans to it
is also flat which means you need a really flat surface in the actual
downpipe flying so that means that again as a fabricator.
We need to once we've welded that we then need to make sure it gets
surface perfectly flat 22 great really nice.
Against there and it also makes them a little harder twisted lineup
from an installation perspective if we put clamp on you can kind of
see what I mean in the even though you got a clamp on there.
They don't kind of automatically just line-up.
So I've got a clamp on here now, but you can see it still possible to
actually push that v-band up down in and out so it does make the
installation of little harder because Monsters pipe on here you can't
see the inside so it is quite hard to to line nose up and and make
sure when you clamp it down.
It is actually in the middle.
It's not the end of the world if they're not in the middle or if
there's plenty of space there with the 3 inch downpipe, but it's just
something that much nicer on that garage.
Just something as simple as having a female locating flange.
Obviously they're both of the band inlet as well.
They both got female locating flanges.
So then you can just put the flange on.
It's a nice perfect seal you'd have to worry about trying to get it
lined up.
Once again once slight thing with the Borg Warner one this often the
Casting doesn't quite line up with the kind of female machining you
can see more material on this side and there is on this side.
It's just casting imperfections.
So it's just a slight ridge on both the lights.
And with it being a v band you kinda, can't do too much about that it
would you would be able to just take a little bit material off their
Wychwood when you talking about ultimate efficiency you probably would
want to do do that, but it's not nice that it's yeah.
It's an aftermarket.
Turbo.
You'd expect just take out the box and be able to use it straight
I'm sure a lot of people do but it wouldn't hurt to just smooth out a
little bit and get rid of that Ridge there again.
It's something that you know you don't tend to get on the Garrett
ones.
They tend to be perfectly smooth all the way around just how it is.
Anything else you want to know drop it in the comments anything else
we could do a video on in the future that you're interested to see
just let us know thanks for watching.