new bolt on turbos for 1g dsm

Hey everyone! Ive been browsing around dsmparts.com, where i usually buy all my parts for my car and came across that they have new turbonetics and garrett bolt on turbos. Anyone heard or seen any of these in some 1g dsm's? I might buy one for my car but idk how well they are performing in the 1g's compared to maybe a evo III 16g turbo that i was thinking of buying before i found these. Give me some input or if you havent seen them yet, look at them at www.dsmparts.com and lemme know what u think of them. Thanks

There are a lot of hybrid garrett turbos these days. Hybrid meaning mitsu turbine housing allowing it to be bolted to a stock manifold, not, of course, meaning t3/t4 hybrid. I don't really like the concept of anything 500-650whp+ needing to be bolt-on. Anyway, most of the wheels used in their to4e compressors are commonly used so no recommendation needs to be made for garrett compressors... I just don't know anything about their turbine housings.

Yeah I scratched the idea of getting a T3/T4 garret turbo with 650hp cause of JoeWagon and I respect that desicion I made. I will be getting a Big 16g or an EVOIII. I know the cams are different in a NT head but how much different are tis the compression of the pistons.

Aight, well then scratch the garrett bolt on idea. I guess that turbonetics one is probably the same thing too, so ill prob go with an evo III turbo. How those working for your guys' cars? Right now i have a small 16g in, will i notice a big difference? Im running a 13.8 as of right now, how much do you guys think i can shave off by adding a evo III to my car? Just leave some details on how your guys' evo III's work or what you have heard about them. Thanks

A lot of EVO3 16g's are running mid 12's down to the high 11's record. At the same time, people were running just as quick with small 16g's years ago. You may want to look into other causes if your desire is improving your track time. Otherwise, yes, the EVO3 16g will be significantly bigger, but if I were you, I'd go straight for a 20g. I assume you have the proper fuel mods? They aren't listed in your signature. If not, the turbo upgrade won't help.

OK I looked at your other thread. You don't have any fuel mods or a way to tune. pocketlogger and an S-AFC are in your future, as well as an MBC and boost gauge if you don't have them by now. I bet you can do 12's with that turbo once you get it tuned, however, if you are looking for quite a bit faster, I don't retract my previous recommendation of the 20g. :)

ok, well i think ive been convinced to keep the small 16g around for a while and just go with so fuel mods like an safc II, evo8 injectors, maybe a fuel pressure regulator, and somewhere in there i need a pocket logger. But now with that should i go with getting a front mount intercooler as well? Idk im just kind of asking what else i should be looking at getting as soon as i get that stuff, like the fmic, maybe a blow off valve like the greddy type rs, prob some lighter rims, a boost controller like an apexi avc-r, just stuff like that. If anyone has experience with any of those products or has heard things about them, let me know, thanks

There are a lot of hybrid garrett turbos these days. Hybrid meaning mitsu turbine housing allowing it to be bolted to a stock manifold, not, of course, meaning t3/t4 hybrid. I don't really like the concept of anything 500-650whp+ needing to be bolt-on. Anyway, most of the wheels used in their to4e compressors are commonly used so no recommendation needs to be made for garrett compressors... I just don't know anything about their turbine housings.


While I do slightly agree with this, I also disagree with some of it. The reason the "hybrid" turbos are so popular is because of price. Why spend $1000 on a 20g when you can have a garrett compressor side (generally more efficient) that still bolts up to the stock manifold for $700-800? Most of the hybrids these days also have the potential to flow 10lbs/min more than your typical 20g.

However, I do agree with you on one point. I am slightly uneasy about the whole mixing of mitsu hot sides with garrett compressor sides. You just can't be assured of that great quality and security that comes with full garrett turbos. Garrett engineered their compressor/turbine combos to work in harmony, so taking apart the turbine side and replacing it just to be able to mate it to a mitsu manifold kind of ruins most of the benefits of the garrett turbos.

While all that theory makes perfect sense, it's hard to ignore the facts that people have gone quite fast on these "hybrid" turbos (i.e. FP Green/Red turbos). Also, considering that my "hybrid" turbo is performing wonderfully, I can't really say that the whole "hybrid" concept is a bad idea in reality.

Honestly though, if I would of had a little more money at the time I would have either invested in an externally gated tdo6h 20g or a got a full garrett kit. It's hard to beat a turbo capable of flowing 49lbs/min for only $800 (thats with the installation parts included).