Ad: VTT N54 GC -Full ReBrand!

Oct 24, 2016
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Scottsdale, AZ
VTT is proud to announce an All-new VTT GC redesign for 2021! The latest in our line of N54 VTT “GC” turbochargers. The GC “F-RB” or Full-Rebrand.

FRB Email drop.jpg


This is an all-new take on the VTT N54 “GC” turbocharger, using 100% new parts throughout that is pure performance. Some of the new groundbreaking features include: All turbine side parts are now fully cast from 310 Stainless Steel for increased temperature resistance, and ultimate corrosion resistance. We also fully redesigned the turbine housing -the F-RB's have a much larger volute as well as a proprietary AR which will dramatically increase flow capacity, helping to eliminate stress on the turbine wheel. Fully redesigned compressor housings which now include V-band OR Hose Barb connection options (while our current stock of hose barb connections last). The CHRA’s are redesigned with new compressor wheels, bullet nuts, and better internal parts. These are new turbochargers from the compressor housing to the bearing housing, to the turbine housing. We engineered them to fit in the stock N54 location but provide the full flow of a much larger turbo -the F-RB's outflow the GCV2.0's by a significant margin.


With this all-new design, there is no other 850WHP capable turbocharger option on the market single or twins that can match the spool, ease of fitment, power, reliability, OR price of our GC “F-RB” turbochargers!
GC F-RB turbocharger Features:


  • Turbine housing cast from 310 Stainless Steel for the ultimate in temperature and corrosion resistance
  • Turbine Manifold cast from 310 Stainless Steel for the ultimate in temperature and corrosion resistance
  • Redesigned Turbine housing with an increased volute and AR size for improved flow over V2 GC’s
  • Mar-M246: Every set of F-RB Turbochargers comes with a Mar-M26 Superalloy turbine wheel for unmatched durability
  • Re-designed compressor housings with the choice of V-Band or Hose Barb
  • Upgraded Internals: Every set of stage F-RB turbos comes with a performance upgraded thrust, as well as upgraded internals to extend the life of the turbochargers.
  • Anodized 9 blade “Hi-Flow” Billet Compressor wheels are used to maximize flow per shaft revolution and help eliminate surge
  • We also offer 2000 degree ceramic coating for the ultimate in under hood heat reduction, and to help aid in spool! Please choose from the options if you want your turbo coated!
  • All sizes utilize the same 52x46mm turbine wheel for increased flow

The “GC” F-RB comes in 3 sizes to meet all Power/Spool needs.

  • F-RB+ 63x46mm Anodized Gold – 10-15% flow increase over Standard Billet GC Wheel Rated at 850WHP – Very good spool
  • F-RB – 58x46mm Black Anodized wheel Rated at 800WHP – Slightly better spool than the GC+
  • F-RB Lite – 58x43.3MM Purple Anodized Rated at 750WHP – Very close to stock spool

With this new design comes new pricing, while we have made many changes to improve the design, capabilities, and reliability of the GC line up, we have now LOWERED the price.
F-RB Lites – $2499
F-RB’s – $2799
F-RB + $2999


Can be found here: VTT F-RB Turbo kit Link

We have plenty in stock, processing time is 1-2 weeks AFTER the holiday as we are closing from the 21st-4th. All orders received after 1-Pm PST will be processed after the holiday


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Last edited:
Oct 24, 2016
1,152
1,189
0
43
Scottsdale, AZ
Looks great! Do you have the turbo compressor efficiency maps?

It'd be nice, but not at this time -it's fairly costly to develop those maps and they're more useful to compare compressor-to-compressor on same system than anything else -which we can do simply by asking power, fuel, and end use application goals. As results come out I think this will become even more evident.
 

SlowE93

Lieutenant
Jul 2, 2017
791
309
0
Ride
E93
VTT is proud to announce an All-new VTT GC redesign for 2021! The latest in our line of N54 VTT “GC” turbochargers. The GC “F-RB” or Full-Rebrand.

View attachment 47308

This is an all-new take on the VTT N54 “GC” turbocharger, using 100% new parts throughout that is pure performance. Some of the new groundbreaking features include: All turbine side parts are now fully cast from 310 Stainless Steel for increased temperature resistance, and ultimate corrosion resistance. We also fully redesigned the turbine housing -the F-RB's have a much larger volute as well as a proprietary AR which will dramatically increase flow capacity, helping to eliminate stress on the turbine wheel. Fully redesigned compressor housings which now include V-band OR Hose Barb connection options (while our current stock of hose barb connections last). The CHRA’s are redesigned with new compressor wheels, bullet nuts, and better internal parts. These are new turbochargers from the compressor housing to the bearing housing, to the turbine housing. We engineered them to fit in the stock N54 location but provide the full flow of a much larger turbo -the F-RB's outflow the GCV2.0's by a significant margin.


With this all-new design, there is no other 850WHP capable turbocharger option on the market single or twins that can match the spool, ease of fitment, power, reliability, OR price of our GC “F-RB” turbochargers!
GC F-RB turbocharger Features:


  • Turbine housing cast from 310 Stainless Steel for the ultimate in temperature and corrosion resistance
  • Turbine Manifold cast from 310 Stainless Steel for the ultimate in temperature and corrosion resistance
  • Redesigned Turbine housing with an increased volute and AR size for improved flow over V2 GC’s
  • Mar-M246: Every set of F-RB Turbochargers comes with a Mar-M26 Superalloy turbine wheel for unmatched durability
  • Re-designed compressor housings with the choice of V-Band or Hose Barb
  • Upgraded Internals: Every set of stage F-RB turbos comes with a performance upgraded thrust, as well as upgraded internals to extend the life of the turbochargers.
  • Anodized 9 blade “Hi-Flow” Billet Compressor wheels are used to maximize flow per shaft revolution and help eliminate surge
  • We also offer 2000 degree ceramic coating for the ultimate in under hood heat reduction, and to help aid in spool! Please choose from the options if you want your turbo coated!
  • All sizes utilize the same 56x42mm turbine wheel for increased flow

The “GC” F-RB comes in 3 sizes to meet all Power/Spool needs.

  • F-RB+ 63x46mm Anodized Gold – 10-15% flow increase over Standard Billet GC Wheel Rated at 850WHP – Very good spool
  • F-RB – 58x46mm Black Anodized wheel Rated at 800WHP – Slightly better spool than the GC+
  • F-RB Lite – 58x43.3MM Purple Anodized Rated at 750WHP – Very close to stock spool

With this new design comes new pricing, while we have made many changes to improve the design, capabilities, and reliability of the GC line up, we have now LOWERED the price.
F-RB Lites – $2499
F-RB’s – $2799
F-RB + $2999


Can be found here: VTT F-RB Turbo kit Link

We have plenty in stock, processing time is 1-2 weeks AFTER the holiday as we are closing from the 21st-4th. All orders received after 1-Pm PST will be processed after the holiday


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On stock motor, stock head...the 750whp turbos, what psi is needed to hit a solid 700whp on full E85 ?
Inlets and outlets stock size or need specific ones ?
 

b4llistic

Corporal
Nov 22, 2018
119
90
0
Ride
BMW N54
EDIT: Thanks your finding and reading my post. Unfortunately, Spoolstreet is no longer a neutral platform where we can have honest discussions on subjects and products freely.
For this reason I have deleted all information I posted on the forums.
 
Last edited:
Dec 17, 2020
19
16
0
I will answer your questions down the list.

1. Built better, Please indulge us. Sounds like you're Privy to ours, and Robs build specs so please tell us what areas you are referring to. I will address each one.
2. We could charge the same as the other guys, but we learned gouging a platform is never the right move.
3. Compressor housing size, and AR is the LEAST important aspect for any turbocharger. As a matter of fact, SMALLER AR ratio compressor housings are actually better suited to high boost applications such as the N54. Don't want to take my word for it? How about Garretts?

"The A/R parameter has different effects on the compressor and turbine performance, as outlined below.Compressor A/R - Compressor performance is comparatively insensitive to changes in A/R. Larger A/R housing are sometimes used to optimize performance of low boost applications, and smaller A/R are used for high boost applications. However, as this influence of A/R on compressor performance is minor, there are not A/R options available for compressor housings."

https://www.garrettmotion.com/wp-con...o-Tech-102.pdf

4. Restrictive exhaust manifold? I think you may be looking at the wrong turbos. These manifolds which we designed going on 8 years ago now (you can get the cast iron version on Alibaba which is what RB uses, and machines his logo into them) have made 870WHP with no issues holding power to redline. The manifold is very high flowing.
5. So to make sure I fully understand. You are saying our investment cast SS manifold is restrictive, then the next thing you say is to go with a company that is using stock N54 manifolds on their turbos? Those have been cut apart years ago, and shown to be incredibly small on the interior. As for MMP, If you want turbos that spool slower than a single it, and have never shown anywhere to make more than 750WHP, not a bad choice.
6. So again if I am to understand. In order to preserve rods, you need to put a turbo on the car that spools slow enough to save the motor. You do understand that the turbos do as they are told, nothing more correct? You want slower spool, request low boost until 5000RPM, all this is easily done with a few keystrokes in the tune.

Please let me know any other points I can address for you. 👍
 
Last edited:
Oct 24, 2016
1,152
1,189
0
43
Scottsdale, AZ
To piggyback on what Tony mentioned above, to think about rod bending torque and spool as a one-dimensional continuum really leaves quite a bit of important perspective out.

Spool and lag are not the same thing, although they are in bed with one another. Spool is rotordynamically when in the RPM band the compressor is able to move enough air to make torque, lag is time-to-torque, or responsiveness. This responsiveness is associated with drivability, and subjectively has a high correlation with "fun to drive" for many people. Note; a dyno does not show lag, it shows spool potential -in that particular gear, with that particular load.

Picking turbos that spool late to save the rods is like lighting your wallet on fire to stop you from spending money. You can -and should- control the target boost via the tune. No need to throw out any potential for responsiveness until you're out of flow up top and need to size up. The only application it doesn't really matter for would be a dedicated drag car with high-stall converter that sits on the line for 5 minutes building boost before letting 'er go down the strip. If that's your use, by all means, size way up and have fun.

Most people are actually driving their cars though, and a big laggy turbo (or turbos) that are unresponsive and feel dead unless you stand on the skinny pedal for half an hour may make pretty dyno charts but IMO they're just no fun to drive. In non-dedicated drag cars, they also tend to lose more races when that time-to-torque rears its' ugly head and you're gone while the other guy is still building boost.

Chris
 

Milan

Sergeant
Dec 24, 2016
413
237
0
jebi se
Ride
your mom
I miss the days when shops would test products instead of using the customer as a guinea pig.

lol you must be new

The only company that makes products for this platform that has even come close to testing as many things as VTT is probably BMS.

I do agree with your sentiment in general though, that is the N54 community in a nutshell.