stay bolt on or go t3?

[1cleangsx]

What’s up guys, my car is currently on jack stands as I’m sure many other dsm’s are this time of year . I’m replacing my oil pan as it’s been leaking for awhile and I’m finally getting around to fixing it. Anyways I’m torn between sticking with my fp red and maybe getting a smim for a little more flow, or going t3 and keeping the stock intake manifold. The turbo I’m interested in is the Garrett gtw 3476r in .63 ar. Since the dsm 82 is no longer available going from a 61 lb/per min to a 71 lb/per min turbo seems like a nice upgrade. What would you guys do? This is a full weight street car. My “goals” are to simply have a blast on the street and make the world a better place

 

[Talon96fwd]

A brief rundown from my personal similar situation:

I was torn between a FP black turbo with a FP manifold or go with a 6266 turbo with a T3 housing.

I ultimately made the choice to go with the T3 setup. I would NEVER go back. I made 630hp and more room to grow if I choose to. My setup is for street/track

Hope this helps in some way. Good luck!!!

 

[1cleangsx]

Thanks for the response man! I was hoping to hear from others who have made the switch. I’ve loved the red but feel like at 35psi I’m not gonna see much more, it’s an awesome turbo but I’m guilty of still wanting more..Having said that I’d want a realistic upgrade that would still have a good powerband for the street, I’ve seen many a 6266 YouTube videos and I am defenantly a fan but thats more turbo than my car is ready for

 

[JusMX141]

For any serious power goal north of 500whp, T3 is all I recommend. There are certain DSM-flanged turbos that can make it happen, but you need to run ethanol or race fuel and an extremely-large wheelset (laggy) to overcome the turbine restriction, at which point the the turbo is subject to thrust failures / shaft overspeed failures / chronic turbine sealing ring issues as a result of the backpressure. Excessive backpressure and high EGT's will take the spring right out of the turbine sealing ring, allowing hot exhaust gas to enter the bearing housing which does this to the turbine shaft:

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The powerband is completely different on T3 versus DSM-flanged housings, and the turbo is usually much happier as a result. You can take a turbo that has absolute garbage airflow and reliability in a DSM turbine housing like the Precision 6152 and swap it to T3 and it suddenly becomes a whole new ballgame.