5 Reasons To Go GT

1. Improved Aerodynamics - The modern GT wheel is the result of decades of development and testing using the latest technology and tools.
-Many "T" applications are based upon older/outdated wheels from the previous decades.

2. Better wheel match/ratio: Each turbo consists of a careful matched turbine and compressor wheel that is known to work extremely well together which also, allows the combination to reach the highest level of operating efficiency.
-Many "T" applications are randomly selected combinations based solely upon a compressor flow requirement or a turbine flow requirment in relationship to an engine size. As a result, a lot of "untested" combinations are used.

3. The GT's larger A/R housing allows the turbo to reach peak turbine efficiency. Not only is backpressure reduced, but the increased turbine efficiency allows the turbo/engine to make better power across the entire RPM band. A large A/R "GT" Turbo with a good wheel combination will outperform a small A/R "T" in both spool-up and power.
- In many "T" applications, the selection process for the A/R size is influenced by the desire to have boost at a certain RPM range. Here, the tendency is to use a small A/R as an attempt to shift the boost curve to the lower RPM. As a result, the selected turbine wheel is not allowed to reach it's peak efficiency because of the small A/R. The overall result is a lazy turbo that is not efficient, a combination that only looks good on paper.

4. The GT Ball Bearing makes a good turbo even better. The low friction design offers less drag on rotation and endures thrust much better than journal bearing turbos. Better transient boost response makes the turbo much more responsive during both cruising and wide open throttle driving conditions. By reaching full boost sooner, the GT Ball Bearing turbo makes more power available sooner, negating the need to "rev out" the engine constantly.
- Many "T" turbos can make the high peak HP numbers, but only the GT Ball Bearing turbos make the high HP and offer a power curve with a wider torque band that spreads the power across a more usable range. A high torque number is no good if it is reached 200 RPM before redline.

5. The last reason to switch to GT is: Its now easy to do with a drop in turbo design. No major reconfiguring of the turbo kit is necessary. In most cases, all major hardware such as manifold, downpipe, pressure pipes, etc. is retained.