What's GTM got up their sleeve?
 

I noticed some new turbo pics on Sam's "Personal Page". Is GTM going to try to use Mitsubishi turbos to get more competitive in their pricing?? If so how good of a price are we going to see?? I'm looking forward to seeing where Sam and GTM is going with this!

Here is a pic from his "wall":
http://www.the370z.com/members/sam-g...3-p1200054.jpg
http://www.the370z.com/members/sam-g...3-p1200054.jpg
Pic wouldn't link. iPad...

it must be the designer in me but that GTM tag doesnt fit well. i know silly but its too big height wise and too short width wise... it bothers me :)

buuuut im still dreaming of their TT kit on my nismo..:tup::tup:

Mmmmmmm, Mitsubishi Heavy Industry turbos, huh? Sounds interesting. Especially since those turbos are damn near bulletproof and proven effective!

Sent via Tapatalk 2 on my T-Mobile G-Slate

Yes, we are working on a little something. We are developing a twin turbo kit using the TD05 MHI turbos with our own turbine housing to fit our existing manifolds as well as water cooled CHRA's.

This kit is in response to the single turbo kits entering the market. We are developing our new twin turbo kit with a focus on simplicity and affordability; the only two advantages that single turbo kits have over our original twin turbo kit. This kit will be less invasive and allow for more factory components to be left intact (crash bar, steering coupler, etc.) With a twin turbo kit on equal footing in terms of simplicity and price, every advantage that a twin turbo kit offers on this platform will make this option a no-brainer choice for someone in the market for forced induction.

On top of all this, we will, as usual offer it in a full turn-key solution as well as offer multiple power levels.

We have two cars here under the knife: one is getting a 16G kit and the other is getting an 18G kit so stay tuned for more information.

Here are some teaser pictures for now:

More options, Nice!

I love options.

Mike, what's the down side to this kit vs. your current turn key Twin kits?

now we're talkin!

side note: i know the only problem for me when looking into tt kits is not the hardware cost, but the install cost... is this kit changing anything that would make it easier on joe blow, or shops that wont require the engine to be dropped to do (why sts's kit appeals to many)

It looks to me like its just different compressors to lower the cost vs. the Garrett ones. So I doubt its purpose is to ease installation.

I agree. If they are aiming to use the same gtm manifold, then header removal and drilling/tapping the head will still be needed. I think that is the part people dread the most

I still like the idea of a costly tt version though. No complaints from me on mhi turbos too

Damn it Mike, how many times do I have to offer my car up as a tester? :tup:

Keep up the great work! :tiphat:

More options ftw!

The only downside is that they aren't ball bearing turbos. On the flip side of that though is reduced cost.

This kit, as with our original kit, does not require dropping the motor to install. The instruction manual is written with the assumption that the motor will be staying in the car. In general, we keep the motor in the car for in-house installs on our TT kits. Pulling the motor simply isn't beneficial enough to justify the extra time to do it.

Just because something is a cake walk to install, doesn't necessarily make it a worthwhile performance modification. Take a look at the STS thread to see what I mean. Easy to install and takes 6 months to get it to work right doesn't sound like a bargain to me. Our stuff works like it should out of the box and doesn't require pulling the kit to do a clutch job.

Basically, with this new kit, you are getting the same attention to detail, reliability, and high success rate as our current twin turbo kits for less money. Besides, it's not always about initial cost and initial installation. You have to factor in the lifetime cost of something and our Twin Turbo kits really can't be beat thanks to lower overall maintenance costs, fewer headaches, and better overall performance out of the box.

Also, keep in mind that these turbos are water cooled just like our current twin turbo kit. The same cannot be said for the other turbo kits on the market. This is a really big deal on a car that already has issues with high oil temperatures.

How many quotes have we given you so far? We're still waiting on you to pull the trigger man! lol

Thanks, and will do. Like I've told you before, we won't stop pushing the envelope until we're all at the big race track in the sky. :tiphat:

California, huh? I wonder if you guys teamed up with Komak Dynamics to make these turbo's.

I ran a TD06SL2 20g with that same compressor housing on my old Evo 8. Made 404whp on a 2.0 4 cylinder, 26 pounds of boost, and 93 octane. Ran in the 11's trapping near 120mph. Should be interesting to see what 2 of them do.

Be very weary though. Despite the anti-surge compressor cover, those two wheels are slightly mismatched unless you have a good size turbine housing. Care to give some details on that?

These are different turbos on a totally different engine, layout, etc. The VQ37VHR is a completely different animal from the old 4G63.

Is there a reason the smaller piping/IC setup would not have worked on the current garrett kits?

When we originally developed our Twin Turbo Kits (Garrett), our goal was to offer the biggest, baddest setup on the market (still is to this day). Ditching the crash bar gave us the room to stuff a massive intercooler up front.

With this new kit, we learned that a lot of our customers are concerned about losing the factory crash bar and so we decided to use a pair of smaller cores to give great performance while keeping the car safer. That said, we can certainly offer the different piping and smaller cores with our Garrett turbo kits.

As a side note, our Garrett kit uses a 1000hp rated intercooler core while our TD05 kits use a pair of cores rated at 850hp combined. While this might sound like a disadvantage, the 20G's (biggest in our upcoming lineup) are barely capable of pushing the limit of the intercooler setup on a built motor. Therefore, if you are limiting your power level to what the stock engine can handle, the smaller cores are plenty sufficient for that and allow the crash bar to remain.

Also, we designed two different twin intercoolers for one very important reason. On the 370Z, the hood latch supports are a very important part of the front end structure to keep the latch located correctly and secure the hood. The G37, however, uses a different setup altogether and doesn't have auxiliary hood latch supports. That allows us to use a taller core on the G37 than the 370Z, which is fine because the G is a heavier car and puts more load on the engine and ancillary parts. In addition, these intercooler cores will be featured on our Twin Supercharger Kits. ;)

I like how you guys in GTM think. how you approach a car,and think about the end user...
keep up the good work, and Good Luck in your future projects.

Mike,

I think I need to ship my nismo down to you ASAP.
I'm torn between your TTSC kit verse this new kit, which would be a better bargain and make a more drive able power range with minimal lag?

Plus I wanna be the first in the northwest to rock one of your kits.
Thanks for the advice.

Dd ?
 

What is the applicability of this twin turbo setup for a 2012 daily driver?
:tiphat:

Shoot me an e-mail if you like and let's see what we can come up with.

At the moment, both kits are in development and until we've figured out exact pricing and finished testing, I cannot definitively comment on all the aspects you want to know about.

Sorry to burst your bubble, but there are several people in the Puget Sound area that have our products already. ;)

As with our current twin turbo kits, this will be very much applicable to daily driven Z's.

Crap I was hoping to be the first one but oh well.
I'll email you soon thanks.

I like the fact that you are offering MHI turbos now.

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:icon18: Haha, touche. BUT, it makes it really hard for me to decide when you put out a new product that I have to consider so often. It's a good problem to have.

There is just no catching up with GTM! :driving:

I'd be interested to know the answer to that too. I would love a TT. Can a TT-370Z still be used as a daily drive?

Great work GTM. :tiphat:

I don't see why anyone would have any problem DDing a TT NISMO or any other turbo'd vehicle. I know that I will be DDing mine!

Sent via Tapatalk 2 on my D-Team G-Slate

Zed, PM Ron (poster above you in this thread), he DD his TT Nismo Z.

A GTM TT kit will not make ur car any harder or inconvenient to drive...On monday I came back from ZdayZ in NC. I drove the car through TX, LA, MS, AL, GA and NC. Over 1000miles each way plus another 400miles or so that I drove (pretty hard btw) while I was there... Car also saw several dyno pulls at Z1 while I was in GA..NOT 1 SINGLE ISSUE....

Your supporting mods on the other side could take away from this driveabilty. Overly stiff clutch, loud flywheel, etc etc.

Matt stop telling people to PM me darn it!

:icon18:

haha i PMed you on my own. :P

That's what happens when you are the big man on campus Ron!

Sent from my Bulletproof MT4GS using Tapatalk 2

Thanks!

Yes, a TT 370Z can easily be driven daily. It drives just like a normal Z, only with a lot more power the more you press the go pedal.

Super. Thanks for the helpful posts folks. :tup:

:icon18:

Every one DD their TT :roflpuke2:

I wanted to join in and commend GTM for their contributions to the Z34 platform. Coming from a long DSM background (no laughing), I'm personally very excited about this latest kit.

This kit sounds like it is a better match for the stock VQ37 for a daily driver on stock internals than any other kit out there. The size of the turbos, intercoolers and piping size will lend itself to faster spooling. At the same time, these turbos should also be capable of easily keeping up with the demands of 1.85 (half of 3.7) liters at the lower boost levels that are supported by the stock internals and high compression. As Big T pointed out, the 20G is actually large enough to flow enough air to supply over 20 psi to a 2 liter at 7K on the old 4G63. The V37Q, as Mike pointed out is a very different animal. In theory, a 16G is sufficient to meet the CFM demands of each cylinder bank at lower psi levels, such as 8.5 psi. I'm very curious to see how the pairing works in application.

For those concerned about the intercoolers ability to cool the intake charge, there are two things to consider. First, the air is not being super-compressed at the levels of boost we are talking about. Second, air-to-air intercoolers work off of temperature differential. As ambient air (outside the intercooler) passes through the fins of an intercooler and carry away the heat, that air is heated. The ability to carry away heat is diminished fairly significantly after about 1.75" (if I remember from either Bell or Coleman's writings). Air that passes through (inside) the rear of thick intercoolers does not experience nearly as large of a cooling effect. That said, GTM managed to stick a 2.5" intercooler between the crash bar and the radiator in their supercharger kit.

I also like the idea of keeping the crash bar on the front. In the event of a low speed impact, there would be no damage to the intercoolers; and the front tow hook will remain accessible should you ever need to use it.

On top of all that, making this kit more affordable is a significant plus.

How much cost would this save on a TT kit (ball park)

Sub'd

Here are some pictures of the kit that we are installing on an Infiniti IPL here at the shop. For more up to date pictures and updates, like us on Facebook as we are posting lots of various project updates almost daily.

Dear GTM,
Please design/figure some way to eliminate the need to drill and tap the engine block for the exhaust manifold. I mean you guys are able to come up with a twin supercharger setup!!!!! If you can figure a way around the drilling/tapping I will order this kit as soon as its available (please everyone save the future post about this not being a big deal, to me it is).

P.S. also those blacked out intercoolers gave me a chubby!

Actually, that is something that is already in the works. We would like you to know, however, that there is a really big difference between designing/making a new mold for casting and designing/making billet brackets. While billet brackets have a high per unit cost, the upfront capital investment in molds for casting is astronomical in comparison.

That said, here at GTM we are always looking for ways to improve our products and services in all aspects as well as respond to our customers' needs/desires. One example of that is our new 3.5" downpipes we are developing that have the ability to install high flow cats on our turbo kits as some people really want a more environmentally friendly option to make big power. Some people have wanted the factory crash bar to remain with our kits and that is why our latest design incorporates it as you can see below: