GARRETT turbo

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Comment by Muhammad Rambe on December 17, 2009 at 3:26am

What engine manufacturers use this turbo?
Is it fit to all kind of engines with the same horsepower or specs?

Comment by Muhammad Rambe on December 16, 2009 at 10:54pm

What is the specialties of Garrett Turbo you explained. I have experience in Automotive heavy equipment company for 7 years. I found and assembled/ disassembled many kinds of turbo charges for diesel engines such deutz, perkins, cummins, volvo, etc

Comment by boby74 on November 17, 2009 at 10:20am

Delete Comment The Garrett Turbo…Why Choose It?

Garrett is one of the few turbo-charging manufacturers that subjects our turbos to several OE qualification tests. These turbocharging “qual tests” ensure Garrett produces a safe and reliable turbo for OE applications. When you buy a Garret turbo you can be sure it is a reliable one!

On-Engine Durability – A 1,000-hour general turbocharger durability test that is run on-engine in one of Garrett’s engineering laboratories. Some engines die before our turbos do!

Gas Stand Cyclic Durability (aka The Non-Sissy Test) – A 500 hour general turbocharger durability test. This is basically a “beat the crap out of the turbo” test. Survive this one and you’ve got one tough turbo!

Compressor & Turbine Housing Containment – A compressor/turbine wheel is weakened to “hub” burst at a specific speed. No portion of the wheel is allowed to penetrate a “containment shroud” surrounding the turbocharger. A test to ensure safety.

Shaft Motion – The maximum tolerances of the bearing system are tested for rotordynamic stability beyond the maximum turbocharger operating speed. So for those who buy turbos, this means no bearing problems and a long turbo life.

Thrust Bearing Capacity – A test that stresses the thrust bearing at extreme conditions. This test makes sure your Garret turbo can tolerate the load you put it through.

Compressor & Turbine Seal – Multiple turbochargers are run on-engine under conditions designed to cause seal leakage. No significant leakage is allowed during these tests.

Heat Soakback – A turbocharger instrumented with thermocouples is taken beyond maximum operating temperature and shut down hard! Repeat the test four more times and make sure maximum temperatures stay within our strict limits to avoid oil “coking” or build up inside the center housing. This is particularly critical for high temperature gasoline applications.

Compressor & Turbine Performance – The entire operating range of both the compressor and turbine are mapped on one of Garrett’s “Performance Gas Stands.” These test cells are calibrated to strict standards to assure accuracy and consistency on the Garret turbo.

Compressor & Turbine Blade Frequencies – Garrett has strict requirements for compressor and turbine blade natural frequency. This is critical on large trims where the blade must be stiff enough to withstand potentially damaging vibrations.

Thermal Cycle – A 200-hour endurance test that cycles the turbocharger from low temperature to “glowing red” every 10 minutes. To ensure a long turbo life, no cracking of the turbine housing or distortion of the heat shroud are allowed.

Rotor Inertia – A measurement made to document the rotational inertia of Garrett’s compressor and turbine wheels. Garrett’s products are known for their high flow / low inertia characteristics.

Shaft Critical Speed – An analytical “test” that ensures that destructive shaft “critical speeds” are well out of the turbocharger operating range. For example, large wheels may require a large shaft diameter to avoid the “shaft bending” critical speed.

Compressor Fatigue – Garrett will not sell compressor or turbine wheel castings that have not passed a strict “test to failure” cyclic fatigue test. Garrett runs tests on a regular basis to ensure quality and to constantly improve our products.

Turbo Vibration – The entire turbocharger is vibrated on Garrett’s large shaker table. Vibration levels are monitored to ensure product durability.

A Garrett turbo offers you the best value in terms of quality and competitive price. A quality commitment goes way beyond the manufacture of product. At Garrett, it has to do with the very aspect of business life. Protect your investment today. You can relax, enjoy, and drive with confidence with the knowledge that when you buy turbos from Garrett turbo you have a reliable product.

Ball Bearing vs. Journal Bearing, How It Affects The Garrett Turbo
The journal bearing has long been the brawn of the turbocharger. However, a ball bearing cartridge is now an affordable technology that provides significant performance improvements for the Garrett turbo. Ball bearing innovation began as a result of work with the Garrett Motor sports group for several racing series where it received the term “cartridge ball bearing”. The cartridge is a single sleeve system that contains a set of angular contact ball bearings on either end, whereas the traditional bearing system contained a set of journal bearings and a thrust bearing.

Turbo Response

When driving a vehicle with the cartridge ball bearing turbocharger, you will find exceptionally crisp and strong throttle response. Garrett Ball Bearing turbochargers spool up 15% faster than traditional journal bearings. This produces an improved response that can be converted to quicker 0-60 mph speed. In fact, some professional drivers using Garrett ball bearing turbocharged systems claim that they feel like they are driving a big, normally aspirated engine. Tests have shown that the reduction in power consumption loss is up to 50%. The result is faster time to boost which translates into better drivability and acceleration for the Garrett turbo.

Competitor Ball Bearing Options

Another option is the hybrid ball bearing. This consists of replacing only the compressor side journal bearing with a single angular contact ball bearing. Since the single bearing can only take thrust in one direction, a thrust bearing is still necessary and drag in the turbine side journal bearing is unchanged. With the Garrett ball bearing cartridge the rotor-group is entirely supported by the ball bearings, maximizing efficiency, performance and durability.

Reduced Oil Flow

The ball bearing design reduces the required amount of oil to provide adequate lubrication. This lower oil volume reduces the chance for leakage. The ball bearing is also more tolerant of marginal lubrication conditions and diminishes the possibility of turbocharger failure on engine shut down.

Improved Rotor dynamics and Durability

The ball bearing cartridge of the Garrett turbo gives better damping and control over shaft motion, allowing enhanced reliability for both everyday and extreme driving conditions. In addition, the opposed angular contact bearing cartridge eliminates the need for the thrust bearing, commonly a weak link in the turbo bearing system .

GT vs. T – What’s the Difference In The Garret Turbos?
Turbocharger technology has advanced during recent years, and Garrett has been at the forefront by leading the charge of modernization at the OE level. One notable advance has been the shift from the traditional T series turbocharger to the modern GT technology. Older “T” product has served as a workhorse for the aftermarket for many years, but Garret GT has revolutionized turbocharger performance and enabled the reduction of “turbo lag” to virtually undetectable levels.

The GT Evolution

Garret GT engineers have developed a radically new, efficient turbocharger, christening it “New Garrett Technology” aka the “NGT” turbo. Over time, the term was shortened to “GT” and is now used to specifically describe the aerodynamically advanced Garret turbos that cause the turbo to spool up to boost and accelerate your vehicle quicker than ever. The GT line has expanded to offer Garret turbos for nearly every engine size and horsepower goal.

Thrust Bearings – the new GT turbochargers have an increased load bearing capacity of up to 35%. This provides greater resistance to thrust bearing failure, especially when the combination of an oversized compressor wheel to turbine wheel is used.

Wheel Trims – The Garret GT range has several more wheel trims than the T range, enabling a more accurate match of turbocharger-to-engine that will in turn result in optimum performance.

Piston Rings – The piston rings on the GT range are made from M2 Tool Steel. This material can withstand higher temperaturesthan traditional T range piston rings, making the GT product more appropriate for today’s modern engines.

Improved Aerodynamics – The wheels used on GT turbochargers increase the efficiency of the turbocharger system. Increasedefficiency allows improved engine performance in each application.

Improved Durability – The bearing systems in the GT turbochargers allow for improved shaft stability and less drag throughout the speed range. In fact, the GT shaft motion has decreased by 20%, greatly improving the durability of the bearing system.

Product Simplification – T product typically contained 54 components. Compare this to the Garett turbos GT technology which has drastically reduced the number of components by more than 45% to an average of just 29! Reducing the number of individual parts drastically diminishes the opportunity for failure, thus resulting in smoother motoring.