What's a "larger 2560"?

No radical changes. The 2560 had an external gate which was initially removed when the EFR was installed, but has since been put back. The entire exhaust on the car is like 2 feet long. Same (built) engine, intercooler, ECU. Probably not the same transmission as they like to fail at 300+ whp and hard use.

Sounds like his EFR is broken...

A larger trim compressor or turbine will still be a 2560 but flow more volume than one with smaller trims. But a smaller trim is capable of higher pressure ratios, iirc.

I'm a bit confused about the data presented in the dyno sheet. The data indicates that the engine is flowing about 43lb/min which is about 20-25% more than is physically possible for the GT2560. Are you sure that this is all right? I mean, either the 2560 is flowing a LOT more than it should be capable of, or alternately there are problems with your dyno and both turbos are doing something funny (ie motor problems). Does that sound possible?

There's only one type of GT2560 on Garrett's site:

Products | Turbochargers

I've read that there are some goofy OEM Nissan turbos out there with random ass different turbine and compressor trims and housing A/Rs that everyone just calls "2560." Perhaps that's what Six was referring to?

I'd still like to see this thread resolved eventually.

Yep. Many variants exist that can be legitimately be called a Garrett 2560. I'd like to know what exactly was used. This thread is useless without any actual specifications. I'm not going to look back through all of the pages but I recall we didn't even have the two housing A/R's listed much less the rest of the specs. :jerkit:

Still... some ancient variant of a GT2560 beat the magic EFR in both spool and topend...

Not just that, IF I'm reading all this correctly a 2560 beating a 6758 @ 20+psi.

Paul did like 300 on a 2560 at god knows what PSI in IIRC NJ (close to sea level I'd imagine?) where Ari did 315 on a 6258 @ 12psi in New Mexico around 4,000 feet. Shit don't add up.

I'm about to join Team Luke on this one.

Broken EFR doesnt explain, DOMINATING the 2560 world record on a low reading dyno.

Delaware. 14psi.

Thanks Tim, I figured you would know seeing as you built the manifold. :bigtu:

The highest point in Delaware is 450 feet, so yeah, sea level.

Which is why nobody here buys those numbers (either set).

14 psi? Paul did it at 14 PSI? Now that doesn't make sense either. Seems you'd need a LOT more than 14 PSI on a 2560 to get over 300 whp.

This is very confusing. Can't really just ignore it though, right?




I've just realized that my post contributes exactly nothing to this thread. feel free to ignore it.

Its possible with a very well breathing setup and a good tune, both of which Paul's car had.

And to answer the 2560 question: there aren't that many variations, even among the nissans - they just have different comp/turbine housing styles, but the overall wheel dimensions and housing ar's don't vary much.

I'm also confused about this comparo, but lets not just start jumping to conclusions yet.

I'm not saying at all that I believe it, but that details would make things a bit more easy to question properly.

Savington, nobody is trying to sell any numbers. Only thing I might be selling is EFR, if I cannot figure it out.

Sixshooter, what details can I provide?
I bought the Garrett in 2007, used and sold it to current owner, who is very happy with it. He did change the turbine housing to his own, so he can use turbo's own wastegate.

The compressor has GARRET A/R 60 M24 1-1 on the casting.
The bearing housing has
HJ 01 06J
14411-69F00
466541-1
Turbine housing has Garret 2
turbine inled flange is 72 mm x 45 mm with holes for 10 mm studs. T25.

EFR was bought new from AWE tuning, 0.64 a/r, Borg and Warner 179388
Compressor Specifications

Compressor Type: Forged-Milled Wheel (FMW) Extended Tip
[b]Compressor Wheel OD (exducer): 67mm
Compressor Wheel Inducer: 53.9mm
Max Flow Rate: 53 lb/min
Built-in BOV: All EFR compressor housings incorporate an integrated BOV.
Compressor Housing: 2.5" inlet, 2.0" hose coupler outlet

Turbine Specifications

Turbine type: Low Inertia Gamma-Ti Turbine Wheel
Turbine Wheel OD: 58mm
Stainless Steel Sand cast Housing
0.64 A/R T25 Undivided (Internal WG) - Part # 179388
Turbine outlet: GT-Vband (aka small 3" vband) ~92mm OD for all EFR turbos



I am still catching up from the Dragon Hillclimb at home and at work, came second overall behind 911 GT3 RSR in field of ~70 cars. The car works, not just as well as I was expecting.
Current setup has giant 4" exhaust with Dynomax muffler, with very little backpressure. It has Flipside intake manifold with Qe 90mm throttlebody, 38 mm Tial wastegate. and it makes less power than motor did with Garrett, 3" exhaust, stock, port matched 99 intake.
Same 750 cc injectors are 80% duty cycle at 22 psi.
I will look into it once I get caught up. I will look for compression, cam timing (VVT logs looked strange).
There are many places which can be off enough to drop 10-20% to end up at low 300 instead of high 300 hp. Eventually I will catch it, or look into 2jZ GTE!

its it possible that intake manifold is garbage?

if that's JayL's intake manifold, it made upwards of 400 pretty sure its not choking