Yes sir...if you do not need the flow, clipping has nothing but a negative return. -Reed

Thank you Ryan...I will be putting out content as often as I can. Stay tuned! -Reed

You are welcome Matt! I will be covering some of these topics in more detail soon, stay tuned! -Reed

Most of the time more efficient compressor/turbine wheels will make less noise, the good old 60-1 has great airflow at lower shaft speeds, but it is horribly inefficient...and the T31 hi flow turbine whistles pretty good too...lots of great sounds, just not great efficiency! Reed

Our WORK option gets cover machine work, seal bore coating, stainless seal bore is an option for high oxygenated fuels...we cover all of the basis on these units! Reed

The bolt down housings were a more user friendly for the novice for sure! -Reed

Yes, the turbine "gas seal" is a piston ring (exhaust side). This is the simplest, cheapest and most effective way to seal your basic turbine. Almost all automotive/diesel/light industrial turbochargers will also have a piston ring seal on the compressor side as well. There was a time (the 80's! ) where carbon face compressor side seals were very prevalent...but those days are mostly behind us...save for the required application for that type (high vacuum on the compressor inlet) This turbo was either a seal bore concentricicy (sp) or line bore issue, but could have also been a seal ring that was faulty due to manufacturing or installation. Most likely it was the bore, I have had this same issue pop up from time to time. I did not investigate further as the time it takes to do this out weighs the cost of just replacing parts...but as a caution I did perform seal leakage tests on the next 10 or so T3 turbochargers that used this same batch of housings and seal rings...did not see any issues, nor did I have any other reported failures (as of today). Thank you for your question! -Reed

Yessir...we see this on the daily. It takes somebody that fully understands the application to properly weld/fit exhaust flanges and also compressor v-bands. -reed

@@workturbo I'll take 4 bolt turbine inlet flanges, and slip-fit compressor outlet every day of the year. Any loss in turbine inlet pressure is an evil, non-recoverable loss that wreckes the whole working turbine/compressor relationship

What up 802 Garage!

@@baby-sharkgto4902 Yooo! Just tryna get projects done. 😂

These guys out here spending 7k+ on turbos and I am fine with putting Alibaba turbo on my daily. 😅

@@chrisjay7736 I mean big same. Borg Warner makes the best bang for buck big brand turbos IMO. Garrett's pricing is kinda wild.

@@802Garage pulsarr

You're welcome!-Reed

There is validity to your response, and it is measurable...but it also is a very small amount in most cases. Most people do not comprehend how a centrifugal compressor housing functions...most do not even know how a compressor wheel "works" as well. Knowing that the compressor tubing is an extension of the volute and has a purpose to a degree that is more than just connecting the compressor to the system will be a future topic. I will be going over this with real world data in the future...lets just say I have a lot of "ports" in a housing and piping for the data. On a traditional compressor cover with the port located outside the torus centerline in the "spigot", the pressure drop is minimal from what I have found "If" the compressor piping does not make a drastic volume change directly after that point. At least using my measurement hardware. I could spend quite a bit of time just studying this design attribute and testing variations... Thank you for bringing this up, it gives me motivation to learn more! -Reed

I love this...we always have used some type of "average power number"...some call it by different names, and some arrive at it more scientifically then me...but always taking the average HP and average torque...and averaging that seems to be the way to go! I try to evaluate that in a real world "range" depending on application. Obviously a street car will be slightly different than a drag car, pulling class or over the road truck...but once you define the prime operating range and focus your gains there...it gets nothing but better! -Reed

Thanks for checking it out Terry! Hope your Buick Turbo has been serving you well!-Reed

I think the shop just wanted it out the door and the money in their bank! Hate to see this, but it happens quite regularly I am afraid. If the customer had sent it back in, they probably would have blamed it on him somehow...Sad. -Reed

@@workturbo Just like I do all my own mechanic work because I can't trust a shop. 😬 Thanks for sharing the info!

Thank you sir! I plan on staying with it for sure. Reed

The turbo is made by HPT. HPT is the latest venture from Harry Hruska, the founder of PTE. He sold PTE to Wabtec a few years ago...once his non compete ran out, he started HPT. He private labels this turbo to Turbosmart, and possibly a few other vendors as well. It shares virtually nothing with any current PTE turbochargers. -Reed

@@workturbo interesting, How do they compare to precision or are they better and if so what makes them better? I have run a precision 6466 ballbearing for 6 years and have pushed it to the limit of its flow on many occasions, its proven itself to me to be very robust, I upgraded to a gen2 6870 a few years ago as I wanted a bit more and its spool characteristics are very similar with a bigger punch. But I am not apposed to switching it up again with some newer tech.

Always excited for new stuff! As for the smoke, lots of variables there. Some cars will sometimes puff a little rich smoke if we run it hard against the power management (it will either pull timing, open the BOV or drop cylinders depending on the system they are using) Others may blow some condensation out of the blow down tubes/catch can and it can look like smoke. And I guess some stuff is just plain old worn out and tired! More videos are coming...just getting the time to wrap up them and all of the shop work gets to be an arduous task sometimes! -Reed

I will be covering all of these topics in the near future...being a small shop, time is always against me, but I love to educate you guys, and also learn more myself! -Reed

@@workturbo Cool, looking forward to it. Would also be cool to fleek in some compressor map reading knowledge, not so much what the axis mean and how to read them but more so a practical guide of what to look for depending on setup as in the shape and what that means for your particular setup. I think more or less everyone knows "how to read" it when it comes to PR, flow and RPM but not so much in what might be a good looking map or bad looking map for my application except the numbers lining up with my goals. For example you mentioned a flat choke line would mean more lag whilst a sharply upward curving one would mean good response? I've never personally heard this before and I have difficulty grasping why that would be the case. Would be cool for some knowledge drop as I said, I have a million and one questions after this - not so much the basics but what to do with it afterwards ;)

@@nesmio7378 Yes sir, understood! Compressor maps are a hot topic...lots to learn and also lots of mis-information out there about them. This is on my list to go over as well! I am trying hard to brush up on my video skills so I can put the information up on the screen...and be a bit more professional. I am great at turbos...not so great at video! -Reed

The trend of getting the most out of the space is one I will always get behind! Xona, Garrett G Series and now the TS series will surely help with packaging!

Thank you!

TS turbos are made by HPT. The Next Gen PTE is slightly larger. -Reed

I have a video going over all of this soon!-Reed

Looks Chinese to me

@@fantaseahorse4696 A LOT of the big brand turbo components are made in China or nearby nations. China has great CNC machines just like the rest of the developed world. For my money, catch me with a Borg Warner. I'm just saying it looks decent.

Yes, many of your turbo parts or whole units will come out of China...Garrett, PTE, HPT, Turbosmart, Borgwarner, MHI, IHI etc...and this turbo is no exception.

Time will tell on the quality...from my observation it should be a good unit. -reed

My first test would be using the same gauge reference for both points...most likely the data is skewed would be my 1st guess. Although I am still thinking this through, and no tests I have ever done have seen an increase in manifold pressure over compressor pressure. One possibility could be the intake "surging" and causing pressure spikes in the positive direction. The imap sensor could have a degree of latency or the point where it is reading has high amounts of reverberation causing incorrect data to be observed. Just brainstorming, but a very interesting phenomena if it is actually accurate data. Maybe some others could chime in? -Reed

Turbo parts are going to get hot...so airflow is always your best friend. After that, proper heat shielding in critical areas, relocation of delicate components away from heat, proper tuning and understanding the limits of the system as a whole are always good guides to follow! -Reed

@@workturbo well said

Not at the moment...parts availability are really in a bad spot for these at the moment. Maybe try my friends down in Tampa @boostlab , tell them I sent you! -Reed

Very good point that is on my list for a future video. Density vs temp vs psi should be easy enough to plot. Most tests that I have done validate the "2.5" psi ▲ makes up for the density recovery and is a good reason that number seems to be the acceptable amount. Explaining why this is the case will again be a great video topic. Thanks Eric for keeping that topic fresh on my mind. -Reed

Thanks for the response @ghostroix. The "nozzle" plays a vital role that almost everybody over looks when evaluating a turbine housing and its ability to transfer energy into the turbine wheel efficiently. I have thought a long time about "how" to do this video, lets see if I can make something that will help explain this in the near future! -Reed

I have experimented in using turbine oil a long time ago. There should be more data on it avaiable to the public a little easier than 20 or so years ago when I was "younger and naive!" We know the temperature stability should be excellent, and I would hope the oil would meet all of the needs for a floating bearing (ball bearing turbo will be fine with it)...let me do some more research! I think I a good contact that should be able to help place some insight -reed

I think we can machine a GT55 1.39 t6 twin scroll to suit. The G series units are the cheapest they will possibly be right now...we will get a new price schedule from Garrett in the next week or so. Email me if you need something, now is the time to buy! [email protected] -Reed

@@workturbo I am wanting an 88mm charger for the high pressure turbo on a set of large compounds for a deckplate and sleeved 6.7 cummins. Would like to have an a/r between 1.0-1.15 if possible. Would really like to have something in the gtx or g50 range turbine size. The low pressure turbo will be 140mm

@@GapdU Send me an email to [email protected] and I will take care of getting you a few quotes! -Reed

Yes sir. Most likely you have wear in the bearing structure allowing excessive motion and subsequent wheel contact. But also be sure that the turbine housing is installed correctly and is free from any debris in the mounting flange areas...if the housing is not installed perfectly, wheel contact can occur.

As soon as they get us some! We have a few 6880's on order. Reed

Yes, you have thrust bearing wear or possible incorrect parts if it has been rebuilt at some point. The data you have on axial limit is correct. -Reed

You will need to replace the thrust bearing, thrust collar and the remainder of the consumable parts. You will also need to check the side clearance of the seal ring in turbine shaft, excessive thrust motion can cause wear in this area. The assembly will need to be balanced as well. We can provide a professional rebuild of your unit if you need help. Reed

Yes sir, need to update the video. They offer their standard A/R's . 1.01, 1.15, 1.28 and 1.44 as of this writing. Reed

Thank you!