hypergear

Garrett turbine housings for Ford GT3540 used to be made in here in Vic. They used to work with this casting factory in Bendigo, but back then the R&R on those castings were slightly higher then what Garrett wanted. So they give all their jobs to another factory in QLD. But been fked over because the turn around time was way too long. After that their jobs was given to a factory in Brazil and I believe now in China Shanghai. The engineering joint we are working with used to machine all the Garrett housing. I've been told they used to charge them $120 to machine one housing and you get that done overseas for like $2.

Well, We've spent lot of money with Garrett as most of our CHRA components are made by them, Their quality at this stage is excellent, Our return rate has dropped to almost 0% from 60% when using Korean and Chinese products. We will be happy to support and use Garrett parts as long as they can sustain its current product quality regardless where they are made.

So build a GT2871 52T in a .86 T28 turbine housing with OEM nissan rb25det pattern would be very similar to a GT2540?

They are sold with a T28 drain flange. It is shorter then the stock T3 flange, so you need to extend it with few inches of power steering horse.

Does the HKS2540 still runs of a .64 turbine housing in a T3x RB25det OEM print or some thing bigger? I think I can make some thing extremely similar if that is.

The space specified is enough to the amount of movement by the actuator. Also this is a 1KG actuator so to me its doing what its suppose to do. any way, with the 6bolt pattern, the overall area is greater then the size of the exducer of the turbine wheel. There would be a slight restriction, but I don't think its would affect any thing more then 5KWs.

Cran: The actuator's only got about 8mms of movement so the clearance is enough. Before the ATR43 were released all TR43 and TR43is were running this type of turbine housings which I haven't had any issues, but most of them were running higher then 15psi. I advise you to get the car dyno tuned to have the correct afr and timing set. Hary: That turbo is running off a 6 bolt dump. The car had abit of miss on high rpms which you see, I think if its not popping it should have a slightly rising curve to about 310~15ish KWs.

Most of the ebay lines has rubber in it. For water they are ok. For oil You need the teflon braided line. We normally machine our bearing housings to suit stock water lines, so I can only supply the oil feeding line for $80. You can get your water lines made up at local Enzed or Pirtek stores for about $150. Or just drill and tab new thread. Cost lot less. You don't need restrictor for the BB unit. They already got 20 thou restrictor on their oil feeding pin.

You have 7/16 UNF for oil feed, which your stock is M12x1.25 Water fittings are M14x1.5 which your stock water fittings are in M18x1.5 Oil drain bolt pattern is in T28 (1.5inch) your stock is in 2 inches New oil drain adaptor is mast. withes threads you can either tab all the thread sizes to suit your stock lines or get new lines made. We normally drill and tab them into stock thread.

You probably find sections of turbine wheel's missing. I've had this issue when I bought my R33 test car. Once that material is missing the turbo is out of balance. So at high RPMs the noise you heard is vibration through the shaft. Well check gasket and cooler pipe leaks before pull the turbo apart. Could be some thing very simple.

That turbo's currently on a RB20det R32 and Here's his reply. hopefully I'll get a dynosheet soon. This is a print of his reply in my pm.

Well I'm not a dyno expert. I guess I need to ask Nick on Monday. It was definitely run on 4th gear, I was watching him doing that. If rev limiter goes on and off I don't believe you will get a constraint power curve or have any incensement in speed. Other thing is note where the peak is, The car had few slight miss up the top. which you can see from the inconsistence after 150kmh. Not sure if that could cause that. Look. This car's coming back for further tuning in few weeks time. I will shoot some video footages so we are all clear.

You are telling me he's driven 175KM/H on 3rd gear. This was done on 4th gear. I was present duing the tune. Go to the dynosheet section and check every one elses reading that is on the 4th gear and see what's the average KMH they’ve run. never mind. I will take a video for you on the next tune up.

The tuner believed in such, all tunes he've done for me and my customers cars are in KMH. I did question about scales in RPMS which that was his answer. Also this is a roller dyno, if it does not read the RPMS directly of the engine but accumulates it from KMH then his explanation do make sense

I have built 2x GT3582 spec sleeve bearing turbos. One was sent to you in your KKR housing and .70 comp. The other one was built in .82 turbine with .50 comp. With the 2nd turbo I virtually gave it away for free just to get a experience after receiving a complaint from you with the lag issue. It was not as bad as what you've experienced with the KKR housing. That R33 had stock cams, internal gate and turbo didn't have any run in time. Straight on and dyno tune. So the polymolicue libricator that we used to stablise the shaft would have some affects on the response. I'm going to get both cars to do another run in few weeks time so we can compare results, and see the differences that external gate and cams have made.

Just give you some idea of how much cat can affect performance. This was done back in Jan 2007. The cat used during the time was a magna flow 3inch high flowed cat. I don't think Honey corn cats were available back then. CA18det using very old and retired version of TR43 with cat: CA18det using retired version of TR43 without cat:

Nick believe KM/H is more accountable. I had a look through the dynosheet section and it seems KMH/RPM scale varies from dyno to dyno. I'm taking a average sacle of: 1KM = 39RPM. So you can work it out: 65 : 2535 85 : 3315 105 : 4095 125 : 4875 145 : 5655 165 : 6435 175 : 6825 His dyno's analyzer is broken. it can only show Power , speed and torque at this stage. Probably can get the car to run on another dyno once its tuned. kwickr33: Let me know when you want to run on more boost. I can cover your dyno time thats not a problem.

Yes I currently have them avaliable in .82, and .84 Twin scroll. The .82 comes with the 6 bolt dump pattern or a 3inch Vband. This is dynosheet is with ATR43G4 (600hp) profile in .82 turbine and .70 comp Car's got: 850cc high flowed injectors from Created Ebay cooler kit Tomei 260 Duration by 8.5mm lift Cams 3inch exhaust with metal cat. Tail 38mm external gate vented to atmosphere (drilled on top of stock manifold) Z32 AFM Z32 ECU with nistune chip and modified loom

So too many jerk on NS and you came here for answers ? You need T28 with 5 bolt pattern to suit your car. T3x is not going to fit unless lots of modifications. Plus there a lot of T3x turbos around no one knows how it would perform on your car. Assume it is a VL T3 it should produce about 210rwkws on the CA with supporting mods. If you want powerful turbo that bolt on to your CA18det we've made few and tested them all out at: www.digi-hardware.com/atr28.html Or just overhaul your stock T25 to get back on the road.

I did some comparison on the dynosheet page. It appears that RB25det with cams has better response then the people who doesn't. Today's tune is not bad, but its still got abit of miss up the top not sure if the stock coil packs are getting old. But yea external gate and cams would make a difference to boost and power curve.

well force = Pressure x area Means there is greater force transferred to the actuator while its trying to pull the wastegate flapper shut. So at high RPMs back pressure over comes actuator's spring load and force the gate open it self. Once that happens you will have a boost drop. and that is not due to boost controller. How ever on the other hand the turbo will boost unlimitedly if wastegate whole is too small. So best is to run a external gate. Lot better boost control, and steady power to red line. I'm currently working on a project, which allows screamer pipe to plum back into certain area of the turbine housing. So we can have a externally gated turbo that bolton without any modifications to dump pipe or manifold.

The bigger the hole is. The harder it is to hold boost up the top. Best to not drill it out too much. Most Garrett IW housings had the hole match machined refer to the CHRA at the sort of perfect size.

In average its 29mms.

The 3582 spec high flow just turned out to be mega laggy with the KKR housing for some reasons. I managed better response with more power using a generic .82 turbine housing with the same CHRA. So I traded it off with a GT3076 56T .82 with cash adjustments. This will make 300rwkws with far better response. Manifold wise if you are on external gate stock manifold is ok for 300rwkws. With Ebay manifold you have to machine both flanges flat before installation and make sure there aren't any hanging welds stuck on the inside of the manifold. Apart from that they ok to use. Also check your external gate make sure its sealing probably.

We don't have to pre-load it and leave it at 10psi. We can keep you bracket slotted so you can pre-load your self when needed. But once set it will be the lowest boost amount you can run. Also I meant CAS (Crank angle sensor). If you advance that by 2 degrees it using 98 fuel it will give abit more power, But test it on a dyno just in case engine pins.