Thread: Which turbo ? Mitsu TD04 or Garrett GT22V ??

Hi Rick,

Thanks for the "Welcome back" the other day. I haven't been around here for a while but it's nice place to drop into from time to time.

Back to your question - wouldn't have a clue! Have often wondered, though, whether those who've forked out lots of readies for an MTQ upgrade would have been just as well satisfied by some competent pump tuning with the standard turbo?

Can I ask why you want to? Do you have a dead/dying turbo or do you need to do something to keep up with the latest CRDs?

Why not approach MTQ and your friendly, local Garrett agent to see if they will both 'loan' you the bits needed to do an unbiased comparison in true Aussie outback conditions (I presume you still live just the other side of the middle of bl**dy nowhere??) - B the way, all pigs fed and ready to fly!

Hi Rick,
I initially was in the same position you are in, and went the TD04 and manifold etc from MTQ so as not to increase fitting costs etc for customers. I would love to try the GT22V as it technically has the advantage due to variable nozzle technology. I will eventually find someone who will allow me to spend their $$ on R and D like this, but until then I think it will be better than the TD04, on paper at least!
I didn't worry about R and D when I fitted my TB25 to the 4BD1 as it was a tried and tested combination recommended to me by a few experts, and I am VERY happy with it so far.(Plus Variable nozzle turbo's for a 4 litre capacity engine were a LOT more expensive!)


If you have the time and $$, try the VNT GT22V as it looks good theoretically, and works very well with the TGV 2.8.


JC

Our Mitsi Tryto had the TD04 turbo,VERY GOOD,had a twin scroll compressor turbine,for both low and higher RPM boost.
Very little lag compared to the previous mitsi turbo diesel turbo on the earlier motor.
Andrew

Originally Posted by Leo109

Why not approach MTQ and your friendly, local Garrett agent to see if they will both 'loan' you the bits needed to do an unbiased comparison in true Aussie outback conditions (I presume you still live just the other side of the middle of bl**dy nowhere??) - B the way, all pigs fed and ready to fly!

SWMBO taught me that it never hurts to ask if you can handle being told NO.


Naa, not planning anything ATM.
Had a little whistle at low revs yesterday (yes, it was a tiny leak ) that got me thinking about what I'd do if the stock hair dryer did die so just thought I'd throw the idea out there.
BTW Davis's used to change either the compressor, turbo or both wheels in the OE turbo to improve driveability.
I can't stop thinking about having some fun bolting on a GT22V

I have run a tdo4 kit with a big cooler+Big Straight through Pong Box+Intercooler+heavy boost+Dyno tuned and yeah its great. But I am not doing it to my latest Fender as its a 130 and lots heavier. I have the GT25/TD04 Adapter to make the exhuast manifold spare sitting there waiting for me to either fit a GT28R Garrett to the 300tdi with the above mods (But its still a peice of garbage 2.5 l capacity so have been looking at 4BD1 with the GT28R or One of the newer Isuzu engines like the 4HE1-TC or 4HK1-TC with a 6 speed but engineers willing to make an adapter to an LT230 are hard to come by in Brisvagus. And be warned if you fit a GT25R or GT28R or TD04 (and tune it properly) the R380 is going to fly to bits anyway Mine all have as they don't like large NM Numbers So if your driving a disco or 110 the TD04 and GT25R with an 300tdi is an easy way to go and is actually comfy and less work to drive. But if like me you now drive a 130 start thinking more displacement and a Ball Bearing water cooled turbo. From experience the variable Turbo's arne't all that crash hot compared to a decent Ball Bearing water cooled turbo.

Any q's Pm me

Hello

I did the conversion of the turbo with a Garret GT2256v !
The conversion is very easy, especially here in Argentina that the HS2,8 e TGV is a very popular and it is easy to find these peat in the Junk Yards. I was fortunate enough to get one without using at a bargain price!
The change is very easy to do, just remove and put nuts, reforming the oil feed hosel and change the route of the exhaust pipe and the air inlet from the air filter .
The result of the conversion is excellent. The main gain is in the low range of RPMs, where you get all the pressure (1.1 psi) at 1400 RPM!. In the range of high rpm, the gain is smaller, about 200 RPM, but neither is anything wrong.
The injection pump was not varied from the original parameters.
I have already traveled 30,000 km to the amendment and the result is very satisfactory, without having any kind of problem.
Sorry for my bad English!

I leave you some pictures









Cheers

Tato
1994 Discovery 300 Tgv
2" Suspension Lift + Airl Lift
Warn 9000 winch
BF MT 245 75 16
Safari Snorkel
Arb Rear Locker
On Board air Tank
Yaesu 8800 Vhf rig
Garmin 276 Gps
and lots of extras

Good post tato,what would I do?,ring the guy on outerlimits who had his turbo rebuilt with new internals in sydney for $600 or so and claims a huge improvement.Worth the call. Pat

I used the same turbo and manifold when I swapped a 300Tdi into my rangie. I had to stuff around a lot to get the turbo, an intercooler and air filters hosed up.

It looks like it was much easier with the disco, which already had the 300Tdi and you may have had a better source of suitable hoses.

To get the real benefit of the turbo, you need to adjust the pump.

The fellow on outerlimits that Pat mentioned, used one of my old 300Tdi turbos. I would go the same way, if doing it all again.