Great to see you guys back. Can I suggest a video talking about Precision Turbos? I’m a BW guy but I see everyone getting PT nowadays! Thanks for all the great content over the years.
Thanks Gustavo - appreciate your continued support! PTE are not turbochargers we would buy just to do a comparison video with to be honest. We have done back to back testing on a dyno between Garrett GT3076R and a PTE 6262 and then we took that same GT3076R and machined the comp housing to fit our own 60-1 11 blade billet compressor wheel - needless to say the results were very surprising - not in PTE's favour. This we did in 2011 already with a well know tuner here in S.A
Absolutely awesome. Don't think anyone else is doing it like you do. So am I correct you are using a Garrett center housing and turbine? Just curious. The important part is that your turbos actually meet their ratings. Would love to see the dyno tests!
Hey buddy, been a while. No we do not use anything from Garrett, the only design that is from Garrett is the turbine head - nothing else. The height of the turbo is shorter than Garrett, the adapter ring is also slightly different to the Garrett unit - the bearing housing looks the same from the outside, but there are small changes internally to improve cooling. The turbine and comp housings are totally different. The compressor is also different.
G series turbos are rated at the flywheel. I was at ATP turbo a week ago and that's what they said because I'm hoping the g30-900 performs well for my SRT
Mike - the older generation Garrett turbochargers used to produce more HP than they claimed. This has changed completely - the HP claims in writing on the catalogues and online show a HP number, but the air flow from the compressor map does not marry up to this - this is the biggest marketing strategy that Garrett use today. Most tuners screw the turbos to the absolute max and beyond to try make the Garrett claimed HP number, and in many cases to the detriment of the turbo, which doesnt look good on Garrett when the turbos fail due to a cyclic overspeed.
G series power is based off comp only flow at the fly in a perfect situation, that's why they generally don't get those numbers, you also need the gas and motor for a fairly high boost to get anywhere near it usually
The G-series turbochargers cannot reach the claimed power not at the crank nor through a transmission of any sorts. The compressor map shows the flow rate and the printed HP number does not concur. The higher you boost the G-series the less power it makes - after a point around mid-way in the map on the P2C axis. These are facts im afraid. Sad as they may be.
Im not the tuner, But i do get info back from the fabricators and tuners working on these projects, so ill keep you all posted with more videos of these cars.
Are any G42-1200 Compact versions of this coming out soon? I would love to buy a "spare" CHRA rotating assembly of an upgraded G42-1200 Compact when available.
Question about the Honda 1.5L. How do you find 0.61 A/R housing matching 1.5L motor? 770 is quite a big turbo. Do you have own version and if not, What do you think or do you have experience with Garretts smaller version like 30-660 with 0.61 performing on this size of motor? Cheers
This is our own version of the AR61 turbine housing, the turbo is large yes, but the client wants to make the power, which requires this size turbo. Laggy on this engine - yes, BUT when you increase the Rev range of the engine, you also increase the power band. The G30-660 is a 500HP capable turbo, this client wants to produce around that level of power+ -- however why screw the turbo to its absolute max all the time, when there is a unit that spools as fast but has enough power in reserve above the HP target. This is why we chose the G3077R
Amazing. Once you start using the new bearing housing you mentioned in the earlier video there's only the turbine wheel from Garrett. All the rest is done in house. I'm looking forward to seeing the maps from these changes. How does your compressor wheel compare with Garrett's for weight?
Thanks Brian - this new bearing housing we planning on building a prototype to install onto the race car next month if all goes well. Look out for more videos on this coming soon.
Thanks Dylan - we updating our online store with the info, and will share this on our facebook and insta pages soon. For pricing, give sales a call in the mean time on 011 392 5195, 011 392 4071, 011 305 1323, 011 395 1695 or info@turbodirect.co.za
Great video, I have a Garrett GT series turbo in my 02 wrx sti. I has a siren sound (almost like a supercharger) I suspect that it might be the compressor wheel issue, is such a problem repairable or do I have to buy a few turbo?
Could be related to a bearing failure and contact between the rotating assembly and the end housings are audible. remove the turbo and have it checked out. It is easily repaired.
hi id like to know if you have tested the new PSR turbo dual ball bearing ? they are claiming they are unbreakable cheap and make the power . thanks milton
We have had some experience with these and to be honest they not as impressive as they are made out to be - the price is not that great for a cheap chinese knock off, and the reliability is not all that its cut out to be - we have seen the normal failures through negligence and we have also seen other failures through what seemed to be excessive rotational speeds but with new turbos without having been run hard. Performance was good, but compared back to back with an original Garrett you can clearly see the additional demand for fuel on the dyno when the same Garrett turbo is installed. Back to back testing with one of our similarly sized units and then you see a clear difference in performance and response and for even less money
If you have a traditional rectangle t3 exhaust manifold, and you mate it up to your circular t3 turbine housing, what does this do to the flow? Has this been tested in some way? I'm interested in buying one of these to replace a Turbonetics TNX 40/64 on a 2 liter honda b series.
Chat to Leonard Korff, he ports the inlet of the housing to match -- i will be doing some CNC porting on the inlet myself and will make a new video on this coming up.
My only question is, now that you are a competitor to garrett and borg etc, how does that affect your relationship with them regarding insider knowledge?
I'm not complaining but, are some videos taken down? I was watching "Level 3 Video 1" about how oil gets through the bearings etc, and it was mentioned how the next video will talk about what could cause a turbo to leak oil - and I can not find that video which is a shame as my turbo is leaking oil. Another video I was watching "We destroy a turbo - on purpose!" said about how the next video will describe how to properly prime a new turbo with oil before starting - I can't find that video either, which is also a shame as I'm swapping out my turbo in a few days. These are very interesting videos, thanks.
Thanks for the comment - no videos were taken down, we have been snowed over this side, and not much time to make videos as regularly as we used to. More to come ASAP.
Hello. Could you explain us the twin scroll vs single scroll housing with quick spool valve and twin scroll housing with quick spool valve in a video. Advantages of quick spool valves and how reliable are they? I would be so glad. Kind Regards.
The G35-1050, how much of a daily turbo would you consider this, how do you think it will perform on highway cruising 65-75mph for passing, 3.2L engine R32
@@TurboDirectSA well my goal at first is 500, but i did not want to buy twice when i want to go around 800-900 area, G35-900 i assume should be good for that maybe?
@@mondiboost8294 This is what i would use - leave the G-series alone - its unreliable and does not make the power it claims. Garrett's own compressor map and power figures in their catalogues are contradictory - store.turbodirect.co.za/index.php/shop/turbochargers/g3582r1-forged-detail
Well done, In what vehicle was the video taken where it reached 0.5bar by 2800 - 3000rpm? Also how is the spool responce on that SR20 build or whose is it so that one can keep tabs on the spooling caracteristics with the owner? - Love the work you are doing
The open in the pictures, is the same car that the boost gauge was shown. The Opel was built by Leonard Korff and so was the SR20 - give him a shout from SSS Performance, he will be able to give you more info on this.
could you send me a link for the G30R please ,, impreza fitment on next upgrade ,,not going mad 650 capabillity with reasonable spool will be fine,,hopefullt it can outspool my old gtx with a 88mm front compressor wheel ,,excellent when on boost ,,bit flat under 4k
With our turbine housing, it outspools the G30-770. EFR uses a GAMMA-TI turbine wheel material, so this is ultra lightweight. The comparative turbo in the EFR range would be the 8370 - HP wise. Our turbo will spool similarly to this turbo - BUT the EFR will have about 50HP more ontop compared to our G3077R The G3082R will also spool fast in comparison, but will just outflow the EFR8370 by 50ish HP
Yeah we do - very similar in HP, but with a different delivery entirely. The 35 family is pretty much maxed out at 1000HP - for more, you need a larger compressor, but in turn the 35 family SWA is not capable of driving this larger compressor.
classy presentation bro! BUT, maybe you spent too much time working and not enough playing..that vid after 11mins just drops off! that vid of a sun-glared boost gauge! WTF bro! common man- invest in some proper media talent for your business! installation pics! WTF for? been watching you for a while, there’s no doubt you know your stuf, and no doubt i believe the product is better-BUT the media level today is as critical as your turbo quality! as well as machinery invest in a media dude if you want too boom! especially if your targeting online business! phone vids shouldn’t be included showing off the performance of a multi-thousand dollar part! You are very very knowledgeable! i would definitely buy your turbo! but no comparison dyno graph? that’s the minimum one would expect! looking at you work, there’s no doubt your tech-support and warranty dealing i’m sure would be second-to-none! All big name products need a final touch, just like many cars today, there are manufacturing restrictions and, this is where the you come in. you have a long standing immaculate online record 👏🏼 i wouldn’t hesitate in purchasing your turbo instead of a garrett next time. take care and good luck!!
Dyno graphs are irrelevant - we are the manufacturer of the turbocharger, same as any other brand, we are NOT the tuner, we are NOT the fabricator, and we are NOT the installer - no dyno graphs forthcoming from our side, not unless the tuners, installers and fabricators share these with us, which they dont always do. IF and when they do, we post it on social media. Footage of the boost gauges and installations, are NOT our footage, they come from the installers, tuners and fabricators. IF and when we decide to install and tune installations, we will share this gladly - as we have with our endurance race car which is shared in a 4 part video on our channel. How we determine the HP capabilities of the turbochargers is carried out with real world flow and P2C data logs which we accumulate on test equipment and test stands and not on misleading and often 'doctored' dyno equipment. It seems that there might be an opportunity to do back to back testing, which we have been talking about for a while now. Keep checking in for this which might be upcoming soon.
@@TurboDirectSA Time to put together a test mule and then do the dyno and performance testing? Your substantial results are being under-advertised compared to your bloviated competitors who are all hype and little results. How will people know about your results unless you demonstrate them? Your competitors sure aren't going to publish them. I'm not talking about pandering to attention-deficient people who are distracted by bright objects and loud noises, but demonstrations in actual installations, somewhat like Richard Holdener does. No hype, just facts and power graphs. What Richard Holdener does NOT do, and in fact, NO ONE on UA-cam does, (that I know of) is do weighted-roller dyno runs to demonstrate turbo lag and engine output times. Steady-state dyno charts are not telling the whole picture. By running a car on a weighted-roller acceleration-based dyno, you can demonstrate objectively where turbo A gets up on boost more quickly than turbo B. I used to do this when selling turbo cars. Get the car barely moving and put it in third gear and floor it. The customers got to watch the acceleration climb from sleepy to violent as the car came up on boost. Nothing I know of can demonstrate the value of a faster-spooling turbocharger than a weighted-roller dynamometer, because it most accurately reflects how the car accelerates in the real world. An example test would be a pair or more of same-brand turbos of different sizes and/or A/R ratios to show where and when the turbo came on boost and where and when the engine started to be constricted by the smaller A/R turbo or just smaller turbo compared to the larger A/R or overall turbocharger. What this DOES is give the buyer confidence that they are making their choice based on demonstrated objective capability, not the words of someone who they don't even know.
This is why TDSA is the 🐐.
Props to the person with the 1.5L Honda engine- love to see people building D-Series engines.
Much appreciated Tommy
That flange will fit RB26 twin turbo. That would be a trusty and meaty street turbo choice!
Awesome development work coming from you guys,well done on the new range turbos,super excited for the next gen turbos
Thank you Wynand!
We are ready for golf gti mk7 Time Attack Italia championship!!
Thanks Luca - looking forward to it!
Well done! Looks definitely like a worthy upgrade!!! That 770R/820R would work so wel with my 7 speed dct install
Thanks Eugene - ofcourse it will, let me guess in a MK1?
amazing . would like to have a detailed video like this one of ball bearing k04 . im concidering buying one soon for my audi tt s
Great to see you guys back. Can I suggest a video talking about Precision Turbos? I’m a BW guy but I see everyone getting PT nowadays! Thanks for all the great content over the years.
Thanks Gustavo - appreciate your continued support! PTE are not turbochargers we would buy just to do a comparison video with to be honest. We have done back to back testing on a dyno between Garrett GT3076R and a PTE 6262 and then we took that same GT3076R and machined the comp housing to fit our own 60-1 11 blade billet compressor wheel - needless to say the results were very surprising - not in PTE's favour.
This we did in 2011 already with a well know tuner here in S.A
Precision turbo doesn't even advertise compressor or turbine maps.
Would you eat at a restaurant that had a menu that said "some kinda meat" on it?
@@exploranator interesting… I don’t understand everyone lately going for them, is it some fad or what?
@@GustavoDVillarreal Price and advertising, tgey supply racers too plus UA-cam hype machine
@@GustavoDVillarreal I'll take research and facts over bloviated hype
welcome back long time no see
keep up the good work 👍🏼
Thank you pal!
Would like a compariison between your G28R / G30R and these 3077R and 3082R turbo's (notsure if they fall as part of your G30R range of turbo's)
Good idea, ill get this done in a new video -
Awesome stuff. 👌🏾
G30-820 for me please.
Thanks Rowland!!
Absolutely awesome. Don't think anyone else is doing it like you do. So am I correct you are using a Garrett center housing and turbine? Just curious. The important part is that your turbos actually meet their ratings. Would love to see the dyno tests!
Hey buddy, been a while. No we do not use anything from Garrett, the only design that is from Garrett is the turbine head - nothing else. The height of the turbo is shorter than Garrett, the adapter ring is also slightly different to the Garrett unit - the bearing housing looks the same from the outside, but there are small changes internally to improve cooling. The turbine and comp housings are totally different. The compressor is also different.
@@TurboDirectSA Very cool! Thanks for the info.
@@802Garage Thank you buddy - glad to help.
G series turbos are rated at the flywheel. I was at ATP turbo a week ago and that's what they said because I'm hoping the g30-900 performs well for my SRT
Exactly, I believe it's marketing strategy.
@@cristiannunez5228 for sure. I'm hoping for 750hp and good spool. My gtx3582 gen 2 was a laggy mofo
@@mikereed1096 I just got a g35-900 for my evo well see how it performs. Hard choice between that and the g30-900
@@cristiannunez5228 it's slightly bigger than the g30-900 but there's a few videos showing the g35-900 doing well
Mike - the older generation Garrett turbochargers used to produce more HP than they claimed. This has changed completely - the HP claims in writing on the catalogues and online show a HP number, but the air flow from the compressor map does not marry up to this - this is the biggest marketing strategy that Garrett use today.
Most tuners screw the turbos to the absolute max and beyond to try make the Garrett claimed HP number, and in many cases to the detriment of the turbo, which doesnt look good on Garrett when the turbos fail due to a cyclic overspeed.
G series power is based off comp only flow at the fly in a perfect situation, that's why they generally don't get those numbers, you also need the gas and motor for a fairly high boost to get anywhere near it usually
The G-series turbochargers cannot reach the claimed power not at the crank nor through a transmission of any sorts. The compressor map shows the flow rate and the printed HP number does not concur. The higher you boost the G-series the less power it makes - after a point around mid-way in the map on the P2C axis. These are facts im afraid. Sad as they may be.
@@TurboDirectSA For sure, you generally need the next size up, seem to possibly be not as durable as the gtx too.
Awesome.That sr20 G3082R cast AR82 T3, how's the throttle response compared to the OEM turbo, for the streets.
Im not the tuner, But i do get info back from the fabricators and tuners working on these projects, so ill keep you all posted with more videos of these cars.
Well the OEM turbo is tiny in comparison and good for about 1/3 the horsepower, so undoubtedly boost is going to build later.
Are any G42-1200 Compact versions of this coming out soon? I would love to buy a "spare" CHRA rotating assembly of an upgraded G42-1200 Compact when available.
Question about the Honda 1.5L.
How do you find 0.61 A/R housing matching 1.5L motor? 770 is quite a big turbo. Do you have own version and if not, What do you think or do you have experience with Garretts smaller version like 30-660 with 0.61 performing on this size of motor? Cheers
This is our own version of the AR61 turbine housing, the turbo is large yes, but the client wants to make the power, which requires this size turbo. Laggy on this engine - yes, BUT when you increase the Rev range of the engine, you also increase the power band. The G30-660 is a 500HP capable turbo, this client wants to produce around that level of power+ -- however why screw the turbo to its absolute max all the time, when there is a unit that spools as fast but has enough power in reserve above the HP target. This is why we chose the G3077R
@@TurboDirectSA Thanx for answering. I am aware of the thought behind it. What was the torque range on this setup? Fully spooled at 5k rpm?
Amazing. Once you start using the new bearing housing you mentioned in the earlier video there's only the turbine wheel from Garrett. All the rest is done in house.
I'm looking forward to seeing the maps from these changes. How does your compressor wheel compare with Garrett's for weight?
Thanks Brian - this new bearing housing we planning on building a prototype to install onto the race car next month if all goes well. Look out for more videos on this coming soon.
Product looks great ,what is the price range for a complete G30-77R?
Thanks Dylan - we updating our online store with the info, and will share this on our facebook and insta pages soon. For pricing, give sales a call in the mean time on 011 392 5195, 011 392 4071, 011 305 1323, 011 395 1695 or info@turbodirect.co.za
Great video, I have a Garrett GT series turbo in my 02 wrx sti. I has a siren sound (almost like a supercharger) I suspect that it might be the compressor wheel issue, is such a problem repairable or do I have to buy a few turbo?
Could be related to a bearing failure and contact between the rotating assembly and the end housings are audible. remove the turbo and have it checked out. It is easily repaired.
@@TurboDirectSA thank you so much, I'll do that.
hi id like to know if you have tested the new PSR turbo dual ball bearing ? they are claiming they are unbreakable cheap and make the power . thanks milton
We have had some experience with these and to be honest they not as impressive as they are made out to be - the price is not that great for a cheap chinese knock off, and the reliability is not all that its cut out to be - we have seen the normal failures through negligence and we have also seen other failures through what seemed to be excessive rotational speeds but with new turbos without having been run hard. Performance was good, but compared back to back with an original Garrett you can clearly see the additional demand for fuel on the dyno when the same Garrett turbo is installed. Back to back testing with one of our similarly sized units and then you see a clear difference in performance and response and for even less money
If you have a traditional rectangle t3 exhaust manifold, and you mate it up to your circular t3 turbine housing, what does this do to the flow? Has this been tested in some way? I'm interested in buying one of these to replace a Turbonetics TNX 40/64 on a 2 liter honda b series.
Chat to Leonard Korff, he ports the inlet of the housing to match -- i will be doing some CNC porting on the inlet myself and will make a new video on this coming up.
How did the tnx-4064 do on your b series 2.0
We’re you not happy with the results
Did the turbine run out of breath
My only question is, now that you are a competitor to garrett and borg etc, how does that affect your relationship with them regarding insider knowledge?
We cater for all our client needs, and business that either company never resulted in sales for, we have something to offer.
I'm not complaining but, are some videos taken down? I was watching "Level 3 Video 1" about how oil gets through the bearings etc, and it was mentioned how the next video will talk about what could cause a turbo to leak oil - and I can not find that video which is a shame as my turbo is leaking oil. Another video I was watching "We destroy a turbo - on purpose!" said about how the next video will describe how to properly prime a new turbo with oil before starting - I can't find that video either, which is also a shame as I'm swapping out my turbo in a few days. These are very interesting videos, thanks.
Thanks for the comment - no videos were taken down, we have been snowed over this side, and not much time to make videos as regularly as we used to. More to come ASAP.
Hello
Do you get a AR61 housing with a t3t4 flange?
Yes we manufacture this in our TurboDirect S.A stainless steel version -
Hello.
Could you explain us the twin scroll vs single scroll housing with quick spool valve and twin scroll housing with quick spool valve in a video.
Advantages of quick spool valves and how reliable are they?
I would be so glad.
Kind Regards.
The G35-1050, how much of a daily turbo would you consider this, how do you think it will perform on highway cruising 65-75mph for passing, 3.2L engine R32
Its laggy, and with the smallest turbine housing AR83 available it will not be very streetable - What HP target do you have in mind?
@@TurboDirectSA well my goal at first is 500, but i did not want to buy twice when i want to go around 800-900 area, G35-900 i assume should be good for that maybe?
@@mondiboost8294 This is what i would use - leave the G-series alone - its unreliable and does not make the power it claims. Garrett's own compressor map and power figures in their catalogues are contradictory -
store.turbodirect.co.za/index.php/shop/turbochargers/g3582r1-forged-detail
Well done, In what vehicle was the video taken where it reached 0.5bar by 2800 - 3000rpm? Also how is the spool responce on that SR20 build or whose is it so that one can keep tabs on the spooling caracteristics with the owner? - Love the work you are doing
The open in the pictures, is the same car that the boost gauge was shown. The Opel was built by Leonard Korff and so was the SR20 - give him a shout from SSS Performance, he will be able to give you more info on this.
I'd like to see a g3591r
could you send me a link for the G30R please ,, impreza fitment on next upgrade ,,not going mad 650 capabillity with reasonable spool will be fine,,hopefullt it can outspool my old gtx with a 88mm front compressor wheel ,,excellent when on boost ,,bit flat under 4k
Here you go
store.turbodirect.co.za/index.php/shop/turbochargers/g3076r1-forged-detail
@@TurboDirectSA many thanks for that
@@marcperrett662 No worries
Hi Chris,
Don't forget me please 👋🏻😅
Buddy i havent forgotten you pal - we waiting for castings from the foundry so i can finalise the build.
How does the G30r compared to an efr or a G series in terms of spool up response times?
With our turbine housing, it outspools the G30-770. EFR uses a GAMMA-TI turbine wheel material, so this is ultra lightweight. The comparative turbo in the EFR range would be the 8370 - HP wise. Our turbo will spool similarly to this turbo - BUT the EFR will have about 50HP more ontop compared to our G3077R
The G3082R will also spool fast in comparison, but will just outflow the EFR8370 by 50ish HP
@@TurboDirectSA I look forward to seeing the other variants that you are developing. I need a turbo that competes with EFR 6758 or 7163.
@@Tkz9000 Look out for the next video - we have just the turbo for that.
Do you guys make anything better than the gtx3584rs?
Yeah we do - very similar in HP, but with a different delivery entirely. The 35 family is pretty much maxed out at 1000HP - for more, you need a larger compressor, but in turn the 35 family SWA is not capable of driving this larger compressor.
@@TurboDirectSA is that 1000 whp or 1000 chp
@@pr0n5tar That depends on the engine and the dyno ofcourse -- but the turbo itself produces 98lb/min of air flow - this is a fact.
@@TurboDirectSA will tell my customer to contact you.
@@pr0n5tar Thanks sir!
Sell me a bigger v-band exhaust turbo housing for the EFR7163
G35 turbo
classy presentation bro!
BUT, maybe you spent too much time working and not enough playing..that vid after 11mins just drops off! that vid of a sun-glared boost gauge! WTF bro! common man-
invest in some proper media talent for your business! installation pics! WTF for?
been watching you for a while, there’s no doubt you know your stuf, and no doubt i believe the product is better-BUT the media level today is as critical as your turbo quality!
as well as machinery invest in a media dude if you want too boom! especially if your targeting online business! phone vids shouldn’t be included showing off the performance of a multi-thousand dollar part!
You are very very knowledgeable! i would definitely buy your turbo! but no comparison dyno graph? that’s the minimum one would expect!
looking at you work, there’s no doubt your tech-support and warranty dealing i’m sure would be second-to-none!
All big name products need a final touch, just like many cars today, there are manufacturing restrictions and, this is where the you come in.
you have a long standing immaculate online record 👏🏼 i wouldn’t hesitate in purchasing your turbo instead of a garrett next time.
take care and good luck!!
Dyno graphs are irrelevant - we are the manufacturer of the turbocharger, same as any other brand, we are NOT the tuner, we are NOT the fabricator, and we are NOT the installer - no dyno graphs forthcoming from our side, not unless the tuners, installers and fabricators share these with us, which they dont always do. IF and when they do, we post it on social media. Footage of the boost gauges and installations, are NOT our footage, they come from the installers, tuners and fabricators.
IF and when we decide to install and tune installations, we will share this gladly - as we have with our endurance race car which is shared in a 4 part video on our channel. How we determine the HP capabilities of the turbochargers is carried out with real world flow and P2C data logs which we accumulate on test equipment and test stands and not on misleading and often 'doctored' dyno equipment.
It seems that there might be an opportunity to do back to back testing, which we have been talking about for a while now. Keep checking in for this which might be upcoming soon.
@@TurboDirectSA Time to put together a test mule and then do the dyno and performance testing?
Your substantial results are being under-advertised compared to your bloviated competitors who are all hype and little results.
How will people know about your results unless you demonstrate them? Your competitors sure aren't going to publish them.
I'm not talking about pandering to attention-deficient people who are distracted by bright objects and loud noises, but demonstrations in actual installations, somewhat like Richard Holdener does. No hype, just facts and power graphs.
What Richard Holdener does NOT do, and in fact, NO ONE on UA-cam does, (that I know of) is do weighted-roller dyno runs to demonstrate turbo lag and engine output times.
Steady-state dyno charts are not telling the whole picture. By running a car on a weighted-roller acceleration-based dyno, you can demonstrate objectively where turbo A gets up on boost more quickly than turbo B.
I used to do this when selling turbo cars. Get the car barely moving and put it in third gear and floor it. The customers got to watch the acceleration climb from sleepy to violent as the car came up on boost.
Nothing I know of can demonstrate the value of a faster-spooling turbocharger than a weighted-roller dynamometer, because it most accurately reflects how the car accelerates in the real world.
An example test would be a pair or more of same-brand turbos of different sizes and/or A/R ratios to show where and when the turbo came on boost and where and when the engine started to be constricted by the smaller A/R turbo or just smaller turbo compared to the larger A/R or overall turbocharger.
What this DOES is give the buyer confidence that they are making their choice based on demonstrated objective capability, not the words of someone who they don't even know.