How do owners of the GT32 like them?
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I ran one in my car for a short while and just recently sold it. Its a awesome little turbo. Its spooled fast and would shred the tires easily. Another local guy runs one in his TTA and also told me it spooled very fast.
I wouldn't say its far superior by any means. It rates in the same class as far as the TE44 and TA49. A buddy of mine has a GT3255 on his TTA and has ran a best of 7.53 in the 1/8. It has a little less CFM than a TE44.
If you have a T63E now, are you looking to go smaller?
IMO, a GT3255, TE44, and TA49 are all just a bit better than stock, for the average guy, it will get you a few tenths quicker than what you could do with a stock turbo.
If you want to go quicker a little more easily, then a TE60 or 61 would be the next step up from there, not really any GT series available for that next step up from there, I think the next proven GT size is up to the GT67 compressor.
The GT32 BTW..the 32 is the exhaust wheel side...I've tried a GT35 with a TE60 compressor side and it was a pig.
I'm currently trying some new combinations with the TE60 and TE61 using a 31E exhaust wheel and so far the 6131E spools very nicely with only a 2700 stall convertor...haven't tried the 6031E yet..it should spool better but may not make as much power at the top end. I ran the 7.411@96 with the 6131E.
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oh, spoolup wise, from what I've read, the GT3255 does spool quicker than the 44/49.
If you have a T63E now, are you looking to go smaller?
IMO, a GT3255, TE44, and TA49 are all just a bit better than stock, for the average guy, it will get you a few tenths quicker than what you could do with a stock turbo.
If you want to go quicker a little more easily, then a TE60 or 61 would be the next step up from there, not really any GT series available for that next step up from there, I think the next proven GT size is up to the GT67 compressor.
The GT32 BTW..the 32 is the exhaust wheel side...I've tried a GT35 with a TE60 compressor side and it was a pig.
I'm currently trying some new combinations with the TE60 and TE61 using a 31E exhaust wheel and so far the 6131E spools very nicely with only a 2700 stall convertor...haven't tried the 6031E yet..it should spool better but may not make as much power at the top end. I ran the 7.411@96 with the 6131E.
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oh, spoolup wise, from what I've read, the GT3255 does spool quicker than the 44/49.
Thanks for the info. The 63E is on my GN. The 32,44, or 49 would be for my currently stock TTA. The thing is I might be able to pick up a good used 49 for $400. Is it worth the extra $$$ to get a new 32? Or do I look for a converter and get a GT61?
I'll be putting on the TE6031E by next weekend, I'll let you know how it spools with a the 2700 convertor on my GN.....if it spools real nice but doesn't not produce as much power as the TE6131E on the top end, I may throw it on my TTA just for kicks and see how it performs with the stock convertor. Generally TE60s come with a 69 series exhaust wheel, the 31E is a new combination with this compressor wheel.
Personally, I just did not see much reason to upgrade from stock to a 32/44/49 as I tuned my stocker down to 7.83 @85, faster than some go with bigger turbos, or not far off.
The TE61 is very efficient and I can run 19# with pump 93 gas with no KR, I couldn't believe it, the stocker the best I could get was 16-17#, so the 61 must have a much cooler outlet temp at those boost levels.
.....But for $400 it may be worth the couple of tenths you could shave off.
Personally, I just did not see much reason to upgrade from stock to a 32/44/49 as I tuned my stocker down to 7.83 @85, faster than some go with bigger turbos, or not far off.
The TE61 is very efficient and I can run 19# with pump 93 gas with no KR, I couldn't believe it, the stocker the best I could get was 16-17#, so the 61 must have a much cooler outlet temp at those boost levels.
.....But for $400 it may be worth the couple of tenths you could shave off.
New for New i would go with a 32. For the savings you are getting the 49 is a good deal as long as there are no issues with it. A Te 61 is an awesome turbo but it really depends on what u want to do with the car.I went with a full GT67/37 and its a strong turbo and it spools very nice with a 3200 Art Carr.
FYI since my last post on this thread, I went 7.26@96 w/ 1.66 60' with the TE61. Then this last week with a TE60 I went 7.23@95 w/ 1.66 60' also. The TE60 was running a tad bit leaner, I used the same eprm tables/program, just 2% leaner at WOT for the TE60 cause it was just a tad too rich with the same exact chip settings as the TE61. I think the exhaust housing WG hole will work with the stock elbow and DP thats on my TTA...so stay posted, I'll try to bolt it up in the next few weeks to see if it will spool with the stock convertor..
I think everyone is under-rating the GT3255 turbo...this turbo will make more horsepower and torque down low than both the TE-44 or TA-49 and it spools just as fast as the stock turbo does even on a stock converter. Yeah sure it has less CFM airflow on the VERY top end but that's at like over 120 mph and how often do you guys go that fast on the street anyways??? GNs love to go from a dig to 100 on stock motors...after that it's hard to make power regardless of turbo you have (even on my setup). We sell the GT3255 turbo in both the stock appearing cover or the TE series cover. Stock version is $812 and the non stock version is $837. This turbo works AWESOME with a PTE stock location intercooler too
Now That sounds like the perfect turbo for guys like me.
Who want to go the 11's. And drive like a stocker.
I have to keep that one in mind.
Going for a motor this spring. Have all the rest of the parts.
I need.
So thank you..............................Rob
Who want to go the 11's. And drive like a stocker.
I have to keep that one in mind.
Going for a motor this spring. Have all the rest of the parts.
I need.
So thank you..............................Rob
Just something to consider, Red Armstrong sells a GT67....P-trim (small shaft turbo) for under $700 new, built by John Craig. It will spool up very fast with a .63 turbine housing. 700HP++. I just ordered one with a .85 housing. More top end. It also fits right on, with a 3" inlet/ 2" outlet on the compressor side. Now there is a GT67/ Q-trim (big shaft turbo) Well over $1200, It has a 4" inlet and a 2 1/2" outlet, it will spool much slower.
Well I had the time so I swapped out and put the TE6031E on the TTA which is bone stock except for the cat has been removed, and I ported the 90 exhaust elbow while I had it apart. It spools alomst as good as the stocker...but remember my TTA doesn't spool anything like my GN did with the stocker which was almost instant...maybe because the restrictive DP. I can build 4# of boost on the foot brake with it....with the stocker I could get 5#. I only ran 17# of boost but was getting some KR unlike the GN when I run that same boost and running the same timing...guess the higher compression is the difference. With the GN it can handle about 20# on pump gas with that turbo but has a V4 IC also.
Anyway I think this TE6031E works perfectly fine with the stock convertor...but if you are wanting very quick spool, then the GT3255 would be the choice.
Anyway I think this TE6031E works perfectly fine with the stock convertor...but if you are wanting very quick spool, then the GT3255 would be the choice.
turbojimmy
Supporting Member
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We just put a brand new from PTE GT3255 on my brother's car over the weekend. It's a very nice turbo. The car pulls like a freight train down low - not a ton of difference on the highway (at comparable boost levels). It spools *slightly* and I mean very slightly slower than the stock turbo.
He doesn't have the injectors yet to turn the boost up much past stock so I'm not sure how it will be at higher boost levels yet. It definitely feels stronger in the low and midrange.
We ran into a couple of problems, though, that I wish PTE would have either warned us about or thought of how to address:
1) There's some kind of adapter plate on the center section that is drilled and tapped to accept the 90-degree brass fitting for the oil feed. The plate is held on with two bolts. PTE provided the new brass fitting, which is just like stock, and we installed it. When installed, however, you can't put the oil feed line on because one of the bolts for the adapter plate is in the way. You can't take the bolt out (and potentially replace it with something else) because it's jammed up against the bracket for the stock mounting bracket. That, in turn, is held on with 12-point (I think) headed bolts for which I don't have the right tool to remove. So I had to put a short piece of brass pipe and a union in to get the height to install the line. Now the oil feed is too tall to put the cover back on. There are probably other ways to solve this, but on a Sunday morning when you're expecting the thing to just bolt up, and you're driving the car to work the next day, you work with what you have.
2) I think, but I haven't measured it, that the inlet bell on the GT3255 is a tad longer or larger in diameter than stock. Either that or the compressor housing is just slightly different, or it mounts slightly different. Whatever it is, we have interference with the IAC connector that we didn't have before. I had to remove the bellhousing, put the MAF pipe on, and then crank the bell back down to the housing, putting extreme pressure on the IAC connector (I moved the wires out of the way at least). I gotta do something different there.
Here's a pic of the oil adapter thing:
Jim
He doesn't have the injectors yet to turn the boost up much past stock so I'm not sure how it will be at higher boost levels yet. It definitely feels stronger in the low and midrange.
We ran into a couple of problems, though, that I wish PTE would have either warned us about or thought of how to address:
1) There's some kind of adapter plate on the center section that is drilled and tapped to accept the 90-degree brass fitting for the oil feed. The plate is held on with two bolts. PTE provided the new brass fitting, which is just like stock, and we installed it. When installed, however, you can't put the oil feed line on because one of the bolts for the adapter plate is in the way. You can't take the bolt out (and potentially replace it with something else) because it's jammed up against the bracket for the stock mounting bracket. That, in turn, is held on with 12-point (I think) headed bolts for which I don't have the right tool to remove. So I had to put a short piece of brass pipe and a union in to get the height to install the line. Now the oil feed is too tall to put the cover back on. There are probably other ways to solve this, but on a Sunday morning when you're expecting the thing to just bolt up, and you're driving the car to work the next day, you work with what you have.
2) I think, but I haven't measured it, that the inlet bell on the GT3255 is a tad longer or larger in diameter than stock. Either that or the compressor housing is just slightly different, or it mounts slightly different. Whatever it is, we have interference with the IAC connector that we didn't have before. I had to remove the bellhousing, put the MAF pipe on, and then crank the bell back down to the housing, putting extreme pressure on the IAC connector (I moved the wires out of the way at least). I gotta do something different there.
Here's a pic of the oil adapter thing:
Jim
I ran into the same problem with some of the turbos I've been trying out, what I did was just put alot of teflon tape on the 90 degree part and did not screw it all the way in, stopped it just far enough to get the oil feed on and clear that bolt.
Also, for the 12-point bolt, just use a regular open-end - boxed-in wrench that is 12-point instead of 6
turbojimmy
Supporting Member
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- May 26, 2001
- Messages
- 5,560
Originally posted by 2QUIK6
Also, for the 12-point bolt, just use a regular open-end - boxed-in wrench that is 12-point instead of 6
DOH! That's too easy. I was trying to figure out how to get a socket in there. Thanks for the tip!
Even finger tight we didn't have the clearance - should've tried the tape I suppose.
Jim
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