differences between 60-1 and 35r

[96awd]

Ok, so I've been reading a bit and the garrett 60-1 turbo seems to be exactly the same as the 35r. Or the 35r compressor and turbine wheel is in the 60-1. is this correct? if so, what is the difference really? I'm about to buy a 35r but if a 60-1 is pretty much the same with the same power output/capability, i'd rather get that..it's also cheaper. Any suggestions/info is greatly appreciated.

 

[Steve93Talon]

Not sure where you read that they're "exactly the same", but they're extremely different turbos. The 60-1 is a 7 bladed compressor, with a choice of turbine wheels ranging from the old stage 3 to the P-trim. It's a journal bearing turbo, though some offer it with a BB CHRA. It's a native T04B family wheel, which is typically fitted to a T04E or T04S housing for DSM applications. The compressor map for the 60-1 shows that it's optimized for lower boost applications, and really falls out of it's efficient range over like 25psi. This explains why it was such a popular choice for the Buick GN crowd back in the day.

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The GT35R, on the other hand, uses a 56 trim 6 bladed compressor with the GT35 series turbine wheel in a ball bearing CHRA. It is far more efficient and outperforms the 60-1 significantly, especially at the pressure ratios a 2 liter requires to move the kind of air they're capable of. It will also outspool the 60-1 by far between the BB CHRA and the better wheel aero.

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By today's standards, even the 35r is looking dated. The BW offerings, along with the FP HTA stuff and PTE billet wheels, and now the new Garrett GTX wheels and BW EFR series, really make the older stuff hard to justify. For a good bang for the buck option, look at the BW non-extended tip stuff, or the PTE 6262 journal bearing turbos.

 

[96awd]

Not sure where you read that they're "exactly the same", but they're extremely different turbos. The 60-1 is a 7 bladed compressor, with a choice of turbine wheels ranging from the old stage 3 to the P-trim. It's a journal bearing turbo, though some offer it with a BB CHRA. It's a native T04B family wheel, which is typically fitted to a T04E or T04S housing for DSM applications. The compressor map for the 60-1 shows that it's optimized for lower boost applications, and really falls out of it's efficient range over like 25psi. This explains why it was such a popular choice for the Buick GN crowd back in the day.

You must be logged in to view this image or video.

The GT35R, on the other hand, uses a 56 trim 6 bladed compressor with the GT35 series turbine wheel in a ball bearing CHRA. It is far more efficient and outperforms the 60-1 significantly, especially at the pressure ratios a 2 liter requires to move the kind of air they're capable of. It will also outspool the 60-1 by far between the BB CHRA and the better wheel aero.

You must be logged in to view this image or video.

By today's standards, even the 35r is looking dated. The BW offerings, along with the FP HTA stuff and PTE billet wheels, and now the new Garrett GTX wheels and BW EFR series, really make the older stuff hard to justify. For a good bang for the buck option, look at the BW non-extended tip stuff, or the PTE 6262 journal bearing turbos.

I was just reading it as the 60-1 was made up of similar parts as the 35r but I read it wrong.
This definitely helps me. Just didn't wanna end up going for the wrong turbo and spending more than I should have.
I actually looked into a few BW turbo's. I may do a BW or maybe a Holset HX40. I'm in the process of building up the head right now for the high end. I also have a Magnus IM but I want to get the JMF drag IM. There's been way too many problems with the Magnus' welds cracking.