Turbo Comparison

This is a quick VFAQ of the differences between the following turbos:

Stock 2G T25
2G T60 upgrade
2G T28 upgrade (very close to a "Small" 16G)
Stock 1G 14B
"Small" 16G
"Large" 16G
18A (16G with 17C compressor wheel)
20G hybrid
FP Stage 3 "Frankenstein"
FP Stage 5 "Frankenstein"

Turbo	Compressor wheel	Inducer diam. (in)	Exducer diam. (in)	Compr housing	Turbine wheel	Exducer diam. (in)	Inducer diam. (in)	Turbine housing
T25	?	1.525	2.055	?	?	1.590	1.830	?
T60	T60	1.900	2.367	?	?	1.590	1.830	?
T28	T60	1.900	2.367	?	TB28	1.860	2.090	?
TD05H-14B	14B	1.695	2.285	14B	TD05H	1.930	2.200	060 - 6cm
"Small" 16G	16G	1.830	2.365	16G	TD05H	1.930	2.200	070 - 7cm
"Large" 16G	16G	1.892	2.680	16G	TD05H	1.930	2.200	070 - 7cm
18A	17C	1.900	2.680	?	TD05H	1.930	2.200	080 - 8cm
20G hybrid	20G	2.070	2.680	17C	TD05H	1.930	2.200	070 - 7cm
FP Stage 1 Frankenstein	T04E 46	2.003	2.950	17C bored out	TD05H	1.930	2.200	070 - 7cm
FP Stage 2 Frankenstein	T04E 46	2.003	2.950	17C bored out	TD06	2.175	2.560	070 - 7cm bored out
FP Stage 3 Frankenstein	Garrett E54	2.170	2.950	17C bored out	TD06	2.175	2.560	070 - 7cm bored out
FP Stage 4 Frankenstein	Garrett E60	2.290	2.950	17C bored out	TD06	2.175	2.560	070 - 7cm bored out
FP Stage 5 Frankenstein	Garrett E60	2.290	2.950	17C bored out	TD06H	2.315	2.650	070 - 7cm bored out
Turbo	Compressor wheel	Inducer diam. (in)	Exducer diam. (in)	Compr housing	Turbine wheel	Exducer diam. (in)	Inducer diam. (in)	Turbine housing

How to tell a 14B from a 16G: both the 14B and 16G have TD05H cast into the compressor housing. So how do you tell them apart? Pull the MAF hose off of the turbo, and look at the blades of the compressor wheel. The 14B has all of the blades at the same level, while the 16G alternates high/low - the 14B wheel is on the left, the 16G on the right:

16Gs normally have a 7cm turbine housing, while 14Bs have a 6cm housing. Now since there are so many custom turbos out there, you can't just assume you have a 16G if the turbine housing is a 7cm, as there are custom 6cm 16Gs out there. However, you can at least tell the various turbine housings apart - 6cm housings have 060 cast in them, 7cm have 070, and 8cm have 080 cast in them. The 8cm housing is not a normal stock housing, but Forced Performance and other DSM vendors have started ordering them from Japan, so you can now bolt one on a 14B/16G/20G hybrid for higher topend flow without clipping the turbine wheel.

Here are some basic compressor maps to look at for a TD05-14G, TD05H-16G, TD06-16G, and TD06-20G. The TD05-14G is close to the stock TD05-14B, but isn't exact, so should only be used as a guide. The TD06-16G isn't very useful for DSMs, as you can only get a TD016G by having it custom built. Most 20Gs for DSMs also only come with the TD05H turbine wheel, so the TD06-20G map isn't accurate unless you had a TD06 20G built.

Here are notes from Forced Performance on their turbos:

The Frankenstein series turbos: Not generally built anymore, as the Green and Red turbos are better. If you bug Rob, he might build you one, but going with the Green/Red is a better choice.

The Green Turbo - $1275 (incl ported turbine housing) replaces the old Frank3. It utilizes a more efficient compressor wheel that is less prone to compressor surging at low flow rates than the old Frank3. Still supporting 500hp the Green model is a very responsive street turbo when used with large diameter high flow exhaust systems. Features 3" inlet TD06 compressor housing, basically 20g in appearance. Turbine inlet and outlet flanges match the standard DSM flanges. Supplied with dry bearing housing unless otherwise instructed.

The Red Turbo - $1400 (incl ported turbine housing) doesnt replace the old Frank5, it passes it with its hazards flashing. This turbo has one goal... flow as much air as possible while being as bolt-in compatible as possible. No other "bolt-on" turbo has ever made more power than this one, over 630hp crankshaft. No concern for stable operation at 3500rpm and 15psi...this is not meant to be a street turbo, though some do run them on weekend cars. On test cars the Red hits peak torque at about 4900-5100rpm. Remember when the car is going down the track its' rpm doesnt drop below 4500rpm. Supplied with dry bearing housing unless otherwise instructed.

All FP custom Turbos have the Texas Monster Thrust bearing to eliminate the weak link of the Mitsubishi turbo. This is completely necessary for this turbo to live.

Thanks go to Forced Performance for providing the specs listed above.

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