GNVYUS 1
Well-Known Member
- Joined
- Dec 15, 2002
- Messages
- 4,364
This post is long and has been a long road for me but here it is. Car sat after a disastrous 2010 that left me disheartened and broke after years of mods and bs with shops. I got the car back on the road in early 2019 (started off with bs with a mechanic and I changed my whole way after this, only top tier shops) with a donor engine and a ton of restoration mods and lost the head gaskets in 2020. I planned out this path after I got an engine from my buddy Rick L (thanks for the help dude).
It's finally dyno'd and is exactly what I hoped for. If you're looking for a street killer that can keep up with these new cars and future electrics, this turbo and combo makes sick torque and is super fast spooling like a big block NA. Easy choice if you only care about power throughout the WHOLE rpm range = G30-770. Not so great if you care about money and customizing PIA stuff. LOL
My other thread on this turbo will give you those install and parts details. I have every part and can give you info if needed.
I'm a TA49 fan but sorry old school turbos, the graph and butt dyno don't lie, we're done.
Mustang Dyno
Blackdog Speed, Lincolnshire IL
Gordon is the tech on my GN with help from Jeff.
Steve D tunes the ECUGN (board name is Beatav8)
Mustang Dyno results at the bottom and comparison dyno graph included. I don't know a ton about dynos but the low end torque difference seems way to good to be true. I actually didn't believe the graphs until it did it every pull. It doesn't mean this is a real torque number but even if it's 15% juiced from things I'm not aware of, it's great. I say this because the torque is so high I can't believe it.
Then this Supra video link at the bottom made me realize an issue we're all facing with these 3 bolt. 63 housings. This is partially why I'm cool with posting an this, these v band in and out housings with the newest wheel designs are just not fair, let's evolve and keep destroying these V8 twin turbo Mercedes at $120k with 1 tiny turbo like in 1987. LOL
Here's the skinny..
I'm a GN lifer (justified the $ LOL), I am 99% street and want the quickest to 80mph car possible. G30-770 isn't a cheap upgrade considering everything involved. I planned out everything with buying parts and making lists with labor help from the guys at Blackdog Speed. I am usually pretty private about these endeavors because of the time and huge $ involved but since we're a dying breed, here's some info to keep us all ready for these V8 supercharged/turbo cars and future electric killers. If you need any info I have it in an F load of receipts.
Test Similarities
I tried to keep everything the same so the results were as comparible as possible. I was skeptical too that these import online cars were really making 700whp with this small turbo. For us it's not high end HP, it's low and mid range torque, well it's for real.
Same shop, Mustang Dyno, driver and Tuner.
Same spark plugs and same E77 from gas station. No go fast parts added between turbo swaps and its as back to back as I could keep it within my knowledge etc.
Details On TA49 Combo (main details in sig)
TA49 in .63 PTE housing
19psi dropping off fast (wg rod way way in)
18 degrees of timing
3% converter slippage
TA49 was maxed boost wise, we couldn't add more and the timing was conservative at 18 degrees. It's a new motor and honestly I've had a crazy 10 years with this car so we're keeping it safe for a while. There was some power left in the TA49 if we went to say 22 degrees but the G30 has some boost left and a lot of timing so it's not even close.
Both on a the same newly rebuilt engine, about 600 miles added from TA49 dyno run for the G30-770 pulls. NO new go fast parts added to be clear again.
G30-770 details
58/55 in PTE sizing
.83 v band inlet and v band outlet
Modified Poston header for turbo v band inlet and 50mm wastegate.
23psi dropping to 21.5psi (22psi majority average)
15.5 degrees timing
86% IDC (120lb)
3% converter slippage
Results
TA49 (58/56)
416mwhp/456mwtq (m=Mustang)
Add roughly 11% for Dynojet equivalent
462dwhp/506dwhp
Some say 20% reduction on Mustang Dyno with an auto and a tight converter.
Possible 520hp/570tq at the engine.
Results
G30-770 (58/55)
481mwhp/697mwtq (481 was pull after this graph with preturbo alky on)
Add roughly 11% for Dynojet equivalent
534dwhp/774dwtq
20% = possible 601/871tq
Car makes way more low and mid range torque, so much I didn't want to push the engine that much harder low and mid range. Turbo has some boost left in it and made WAY more power on less timing. Spools a little faster and pulls way harder, 4 generations of turbos later, it's pretty clear these small turbos are street killers for us to still be the street king. If my TA49 GN pulled up vs my G30-770 GN it would get destroyed in every way. Same turbo wheel size mind you, this turbo spools better than a TA49 making the power of a 6266.
There's a great video on how the exhaust housing affects power on these bigger V6 engines vs what usually happens on a 4 cylinder (slower spool and loss of low end torque). This Supra video made clear even the better Garrett .63 v band inlet housing on the G30-770 spooled later, made way less power throughout and was a disaster on a bigger engine vs the .83 and 1.01. Our engine showed the same thing, this info is relevant, the smaller inefficient housing kills power throughout the range. My graph is worse than the Supra video, I'm happy with my choice.
I think...
The v band housing swap was a big factor why our engine showed a giant low and mid range GAIN vs the 3 bolt .63, cubes and good heads need a better flowing exhaust housing and flow asap in the power band. The bigger .83 v band was NOT spooling later and making less down low like we've seen/heard before, it's literally the opposite. The bigger, better v band design and modern wheel is unleashing or engines main advantage, torque.
The Garrett v band 1.01 would spool 300rpm later than my .83 but pick up throughout the shift range if you're curious. Check out this video below.
I'm no expert but it seemed to of paid off in my combo, big time. Maybe others will take this and make it easier and cheaper for us to swap over too and the data will be seen on other cars and repeatable.
25 years later, 1 more visit to the body shop next week and it's finally done. (Ya right)
It's finally dyno'd and is exactly what I hoped for. If you're looking for a street killer that can keep up with these new cars and future electrics, this turbo and combo makes sick torque and is super fast spooling like a big block NA. Easy choice if you only care about power throughout the WHOLE rpm range = G30-770. Not so great if you care about money and customizing PIA stuff. LOL
My other thread on this turbo will give you those install and parts details. I have every part and can give you info if needed.
I'm a TA49 fan but sorry old school turbos, the graph and butt dyno don't lie, we're done.
Mustang Dyno
Blackdog Speed, Lincolnshire IL
Gordon is the tech on my GN with help from Jeff.
Steve D tunes the ECUGN (board name is Beatav8)
Mustang Dyno results at the bottom and comparison dyno graph included. I don't know a ton about dynos but the low end torque difference seems way to good to be true. I actually didn't believe the graphs until it did it every pull. It doesn't mean this is a real torque number but even if it's 15% juiced from things I'm not aware of, it's great. I say this because the torque is so high I can't believe it.
Then this Supra video link at the bottom made me realize an issue we're all facing with these 3 bolt. 63 housings. This is partially why I'm cool with posting an this, these v band in and out housings with the newest wheel designs are just not fair, let's evolve and keep destroying these V8 twin turbo Mercedes at $120k with 1 tiny turbo like in 1987. LOL
Here's the skinny..
I'm a GN lifer (justified the $ LOL), I am 99% street and want the quickest to 80mph car possible. G30-770 isn't a cheap upgrade considering everything involved. I planned out everything with buying parts and making lists with labor help from the guys at Blackdog Speed. I am usually pretty private about these endeavors because of the time and huge $ involved but since we're a dying breed, here's some info to keep us all ready for these V8 supercharged/turbo cars and future electric killers. If you need any info I have it in an F load of receipts.
Test Similarities
I tried to keep everything the same so the results were as comparible as possible. I was skeptical too that these import online cars were really making 700whp with this small turbo. For us it's not high end HP, it's low and mid range torque, well it's for real.
Same shop, Mustang Dyno, driver and Tuner.
Same spark plugs and same E77 from gas station. No go fast parts added between turbo swaps and its as back to back as I could keep it within my knowledge etc.
Details On TA49 Combo (main details in sig)
TA49 in .63 PTE housing
19psi dropping off fast (wg rod way way in)
18 degrees of timing
3% converter slippage
TA49 was maxed boost wise, we couldn't add more and the timing was conservative at 18 degrees. It's a new motor and honestly I've had a crazy 10 years with this car so we're keeping it safe for a while. There was some power left in the TA49 if we went to say 22 degrees but the G30 has some boost left and a lot of timing so it's not even close.
Both on a the same newly rebuilt engine, about 600 miles added from TA49 dyno run for the G30-770 pulls. NO new go fast parts added to be clear again.
G30-770 details
58/55 in PTE sizing
.83 v band inlet and v band outlet
Modified Poston header for turbo v band inlet and 50mm wastegate.
23psi dropping to 21.5psi (22psi majority average)
15.5 degrees timing
86% IDC (120lb)
3% converter slippage
Results
TA49 (58/56)
416mwhp/456mwtq (m=Mustang)
Add roughly 11% for Dynojet equivalent
462dwhp/506dwhp
Some say 20% reduction on Mustang Dyno with an auto and a tight converter.
Possible 520hp/570tq at the engine.
Results
G30-770 (58/55)
481mwhp/697mwtq (481 was pull after this graph with preturbo alky on)
Add roughly 11% for Dynojet equivalent
534dwhp/774dwtq
20% = possible 601/871tq
Car makes way more low and mid range torque, so much I didn't want to push the engine that much harder low and mid range. Turbo has some boost left in it and made WAY more power on less timing. Spools a little faster and pulls way harder, 4 generations of turbos later, it's pretty clear these small turbos are street killers for us to still be the street king. If my TA49 GN pulled up vs my G30-770 GN it would get destroyed in every way. Same turbo wheel size mind you, this turbo spools better than a TA49 making the power of a 6266.
There's a great video on how the exhaust housing affects power on these bigger V6 engines vs what usually happens on a 4 cylinder (slower spool and loss of low end torque). This Supra video made clear even the better Garrett .63 v band inlet housing on the G30-770 spooled later, made way less power throughout and was a disaster on a bigger engine vs the .83 and 1.01. Our engine showed the same thing, this info is relevant, the smaller inefficient housing kills power throughout the range. My graph is worse than the Supra video, I'm happy with my choice.
I think...
The v band housing swap was a big factor why our engine showed a giant low and mid range GAIN vs the 3 bolt .63, cubes and good heads need a better flowing exhaust housing and flow asap in the power band. The bigger .83 v band was NOT spooling later and making less down low like we've seen/heard before, it's literally the opposite. The bigger, better v band design and modern wheel is unleashing or engines main advantage, torque.
The Garrett v band 1.01 would spool 300rpm later than my .83 but pick up throughout the shift range if you're curious. Check out this video below.
I'm no expert but it seemed to of paid off in my combo, big time. Maybe others will take this and make it easier and cheaper for us to swap over too and the data will be seen on other cars and repeatable.
25 years later, 1 more visit to the body shop next week and it's finally done. (Ya right)
Attachments
Last edited:
torque is through the roof
