turbonator
Member
well, about a month has passed since the big controversy between the ATT and the CKO-40.... now that the dust has settled, i would like to compare the 2 from what I have seen in regards to the two....
A-Team Turbo: for starters, the ATT is a complete kit,custom ordered and modified by dennis/slimshady... i will put aside the fact that the install involves cutting the upper( things like this are the norm when modifying) and focus more on what is needed, and i hope dennis will come and verify and clarify certain things i might miss...
1# down-pipe: included in the kit is a custom built 90* down-pipe adapter, i believe that it comes with an extra v-clamp to complete install
2# oil supply line: i am not sure if the ATT comes with a machine boss, (or is machined by dennis) to accept the gm-x oil supply fitting, but does reuse the stock oil line
3# intake tube: the kit comes with a new and improved silicone? coupler to attach to the upper, after some minor modification
4# oil drain: i believe that the drain needs to be modified as well, i think it is just cut and the kit includes a silicone coupler and clamps
5# flange to flange mounting: the ATT comes as a t-4 flange, but is disassembled for the machining of the t-3 flange/holes, and reassembled and inspected.
now the CKO-40..... the purchaser must be aware that this turbo is not a direct fit-bolt on and requires mods as well to work..and that there is no support available to do so..
1# down-pipe: a person must source out the pieces to build the adapter(90* elbow,2 v-clamp flanges, and one v-clamp, welder) to attach the turbo to a gm down pipe(buddy has already built one and if he chooses may post the pics here)
2# oil supply: the boss on the turbo either needs to have an adapter sourced, or be re-threaded, to accept the gm-x adapter.
3# intake: i am not sure if there is modify/trimming involved, all we can say is that to use the H1C non-gated turbo on our build, there was a fair bit of trimming grinding needed to the cool-side outlet to slip a coupler over it as it was set-up for a holset elbow to go to an intercooler....
4# oil drain: i am not sure if the oil drain needs to be modified in any way to mount the CKO, although with our H1C we had to cut it and use a coupler for it to work... and i do not find any info with RZ's install in that department...
5# flange to flange mounting: the CKO( depending on where/who it is sourced through) is a t-3 flange, but i have seen them with the t-4 as well...
to be totally honest here, we give the advantage to the ATT, as dennis & co. put much time, money into the development of the kit and offer good after sale tech/info... and it is sold as just that, a kit... keep in mind here as well that the ATT is a copy of a mitsu turbo, which is a pretty rare turbo to start with, and as such has much better quality control coming off the line... as for the CKO40, there are at least 4 different companies, offering 4 different turbos, which are copies of the same turbo( Holset HX-40) i have already heard of one of these turbos arriving straight out of the box with out of tolerance shaft play... maybe the buyer will post up here and share his experiences.... this type of problem is a quality control issue, and not a factory error like the change in housing size that the ATT had....
after watching videos of the 2 different turbos, i can say that I do not see much difference in the over-all performance of the 2, although i will say that the CKO-40 is not recommended by me for a motor that is not built to handle 18-30psi boost, and is a waste of time to use below 15psi. the ATT is offered for both modified and stock motors, and boosts according to the amount of fuel available and thats it. in our opinion, we are more likely to stick with the non-gated turbos as we have enjoyed great results with our H1C(very comparable to a ATT i would guess) anyways we are not trying to start an emotional debate here, just stating what we have seen/heard to help keep everyone better informed... thanks, jeff&jim
A-Team Turbo: for starters, the ATT is a complete kit,custom ordered and modified by dennis/slimshady... i will put aside the fact that the install involves cutting the upper( things like this are the norm when modifying) and focus more on what is needed, and i hope dennis will come and verify and clarify certain things i might miss...
1# down-pipe: included in the kit is a custom built 90* down-pipe adapter, i believe that it comes with an extra v-clamp to complete install
2# oil supply line: i am not sure if the ATT comes with a machine boss, (or is machined by dennis) to accept the gm-x oil supply fitting, but does reuse the stock oil line
3# intake tube: the kit comes with a new and improved silicone? coupler to attach to the upper, after some minor modification
4# oil drain: i believe that the drain needs to be modified as well, i think it is just cut and the kit includes a silicone coupler and clamps
5# flange to flange mounting: the ATT comes as a t-4 flange, but is disassembled for the machining of the t-3 flange/holes, and reassembled and inspected.
now the CKO-40..... the purchaser must be aware that this turbo is not a direct fit-bolt on and requires mods as well to work..and that there is no support available to do so..
1# down-pipe: a person must source out the pieces to build the adapter(90* elbow,2 v-clamp flanges, and one v-clamp, welder) to attach the turbo to a gm down pipe(buddy has already built one and if he chooses may post the pics here)
2# oil supply: the boss on the turbo either needs to have an adapter sourced, or be re-threaded, to accept the gm-x adapter.
3# intake: i am not sure if there is modify/trimming involved, all we can say is that to use the H1C non-gated turbo on our build, there was a fair bit of trimming grinding needed to the cool-side outlet to slip a coupler over it as it was set-up for a holset elbow to go to an intercooler....
4# oil drain: i am not sure if the oil drain needs to be modified in any way to mount the CKO, although with our H1C we had to cut it and use a coupler for it to work... and i do not find any info with RZ's install in that department...
5# flange to flange mounting: the CKO( depending on where/who it is sourced through) is a t-3 flange, but i have seen them with the t-4 as well...
to be totally honest here, we give the advantage to the ATT, as dennis & co. put much time, money into the development of the kit and offer good after sale tech/info... and it is sold as just that, a kit... keep in mind here as well that the ATT is a copy of a mitsu turbo, which is a pretty rare turbo to start with, and as such has much better quality control coming off the line... as for the CKO40, there are at least 4 different companies, offering 4 different turbos, which are copies of the same turbo( Holset HX-40) i have already heard of one of these turbos arriving straight out of the box with out of tolerance shaft play... maybe the buyer will post up here and share his experiences.... this type of problem is a quality control issue, and not a factory error like the change in housing size that the ATT had....
after watching videos of the 2 different turbos, i can say that I do not see much difference in the over-all performance of the 2, although i will say that the CKO-40 is not recommended by me for a motor that is not built to handle 18-30psi boost, and is a waste of time to use below 15psi. the ATT is offered for both modified and stock motors, and boosts according to the amount of fuel available and thats it. in our opinion, we are more likely to stick with the non-gated turbos as we have enjoyed great results with our H1C(very comparable to a ATT i would guess) anyways we are not trying to start an emotional debate here, just stating what we have seen/heard to help keep everyone better informed... thanks, jeff&jim
, gonna be neat comparing it to these turbos.
