JonTurpening

Can you run the haltech e11v2 without a MAF on the rb25det? What I mean is can you run it with a MAP and do away with the MAF? Speed density.

Just wanted to opinions on both and which one is a better system. The Haltech E11V2 has the plug and play harness. One of these will be gong on my rb25det.

Thanks. I'm just trying to weigh my options. My local tuner is not real big on them but he has only done one Ultimate and it was installed with a greddy turbo kit. Does the self tuning work pretty well?

Just read the post on the emanage that Uras put up but I wanted to know who all here is running the EMU on their RB25DET. If they could give me a list of part numbers that I’ll need for the EMU, the map sensor and any other parts that I might need so that I can install it and run without a MAF. Also if anyone is running a wide band O2, what brand and is it worth it to have it “self tune”. Are you happy with it, how does the car behave day to day and the like. Does it do full on ignition tuning? Is there anything special I need to know about setting it up for the rb25det spec 2? I am trying to weigh my options as I had a blue on a DSM and ended up going with the DSM link because the emanage didn’t do timing. I would like to get a Power FC but they have gone nuts with the price of a used one! Thanks again guys.

So it's sold then?

Can you send me a picture to [email protected]? Also will you ship to the states if I pay shipping?

I've got an update. I sent my turbo back to the Garrett supplier Blouch Turbo, along with the restrictor I purchased from ATP. Mike at Blouch wanted to see it. Well I called him back today and he tells me that the restrictor has what looks like to him as a drill bit broke off in it! He said this is what starved the turbo for oil. That ATP should send me a new CHRA. I also contacted the shop that I ordered it from. Dynoformance. I tell the owner Andrew what is going on, he wanted me to keep him up-to-date. He tells me that he has gotten a restrictor from them that wasn’t even drilled all the way out! Now he did say that ATP warranted his turbo with no questions asked. Now I’m waiting for ATP to open and see what they tell me. I’ll let everyone know how it goes.

Garrett said that ALL the gt turbos need a restrictor in line besides the built in one!

I was told that Apexi was supposed to be coming out with a new power fc. Just wanted to know if anyone knows anything about it.

Has anyone got any news on this at all???

Here is what the tech from garret sent me: FAQ: Does my turbo require an oil restrictor? Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing. The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines. Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo. The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance. I hope this helps as I would hate for anyone to have to do what I am doing!!

This is an email directly from Garret tech support FAQ: Does my turbo require an oil restrictor? Oil requirements depend on the turbo's bearing system type. Garrett has two types of bearing systems; traditional journal bearing; and ball bearing. The journal bearing system in a turbo functions very similarly to the rod or crank bearings in an engine. These bearings require enough oil pressure to keep the components separated by a hydrodynamic film. If the oil pressure is too low, the metal components will come in contact causing premature wear and ultimately failure. If the oil pressure is too high, leakage may occur from the turbocharger seals. With that as background, an oil restrictor is generally not needed for a journal-bearing turbocharger except for those applications with oil-pressure-induced seal leakage. Remember to address all other potential causes of leakage first (e.g., inadequate/improper oil drain out of the turbocharger, excessive crankcase pressure, turbocharger past its useful service life, etc.) and use a restrictor as a last resort. Garrett distributors can tell you the recommended range of acceptable oil pressures for your particular turbo. Restrictor size will always depend on how much oil pressure your engine is generating-there is no single restrictor size suited for all engines. Ball-bearing turbochargers can benefit from the addition of an oil restrictor, as most engines deliver more pressure than a ball bearing turbo requires. The benefit is seen in improved boost response due to less windage of oil in the bearing. In addition, lower oil flow further reduces the risk of oil leakage compared to journal-bearing turbochargers. Oil pressure entering a ball-bearing turbocharger needs to be between 40 psi and 45 psi at the maximum engine operating speed. For many common passenger vehicle engines, this generally translates into a restrictor with a minimum of 0.040" diameter orifice upstream of the oil inlet on the turbocharger center section. Again, it is imperative that the restrictor be sized according to the oil pressure characteristics of the engine to which the turbo is attached. Always verify that the appropriate oil pressure is reaching the turbo. The use of an oil restrictor can (but not always) help ensure that you have the proper oil flow/pressure entering the turbocharger, as well as extract the maximum performance. I am sending my turbo back to the distributor so that he can look at it and at my restrictor. I'm keeping my fingers crossed!!

Yep. I changed the oil 3 times! I went so far as cutting the filters open and looking at them to see if there was anything in them. Clean as can be. I also always prim the line before I install it onto the turbo to make sure it is getting oil. I'm not a new car guy. I'm an ASE certified master tech and have owned my own shop for about 6 years. I’ve done everything from 350z full forced induction builds to 4g63 drag set ups. It's just I was thinking that there might be something I've over looked as I'm not familiar with the rb25det. My motto is and always will be that first and foremost, nobody knows everything and secondly if they say they do and are not willing to learn then they aren’t worth listening to! So that’s why I’m here. From what I’ve seen and from the dealing’s I’ve had with the car guys in Australia you are a straight up bunch! Sad to say way more so then most here in the states! At this point, I’m going to pull the turbo and send it to Garrett and see what they say. I’ve just never seen a gt fail like this. I would hate to put another one on and not have figured out what the problem was!

All new ss lines on the turbo. -10 return with atp's -10 an fitting. I checked the oil pressure from the feed line and it's 25 psi at idle and goes to 100 when you give it gas. I also have an oil pressure gauge on the motor and it has always read good. I've only put about 100 miles on this turbo. It was the first turbo on the motor since I put it in the car. The motor was flushed when I put the head gasket on so I know there was no trash in it. I only use royal purple in the motor. The shop I bought the turbo from is telling me it went out due to me running a restrictor. I've talked to ATP and they told me that they run the restrictor in 100% of all the cars they put a gt3582r on. They told me that the gt3582r does have a built in restrictor in the turbo but that they always run their restrictor also. He also told me that it's hard to oil starve a gt turbo. He told me as long as it was getting any oil into it it would run fine! I guess I'm gonna be on the phone with Dynoformance to try and see what I can get done! I just hate to think I just blew a $1300 usd turbo cause of a $5 restrictor!

Here is a link th where I got the restrictor. It's a .035" http://www.atpturbo.com/Merchant2/merchant...tegory_Code=GRT They are one of the biggest garrett dealers in the states and the told me to use it. I just wanted to know what you guys used if you used any.

Just wanted to know if anyone here is running a gt3582r on their rb25det? If so are you running an oil restrictor? I bought a gt3582r a few weeks ago and installed an oil restrictor in line and now the turbo is shot! I didn’t even put 100 miles on it! I’ve installed many Garrett turbochargers on other cars but none on an rb25det. I’ve ALWAYS used the oil restrictors to lower the oil pressure for the gt bb turbochargers. I talked to the shop I got it from and he tells me that I should not have used an oil restrictor on it. Any information would be great! Thanks!

That’s my thoughts. Not to sure about the tuners logic. Do you have any advice on a good stand alone? I've been looking at this one http://www.linkecu.com/products/engine-man...-In/gts-r32-r33 but I don't know anyone who's used it.

I had taken a customers car to my local dyno shop about a month ago. The only thing that was done to the car was that it had a t3t4 50 trim turbo on it and a Walbro 255lph fuel pump with a safc 2. The tuner had recommended 480cc injectors for it. So after we got to the dyno and put the car on, it was running way lean. Now the car did have some problems with the valve timing solenoid so we couldn't get a full tune. Anyway when we had it on the dyno the tuner told me that he had wished he had recommended BIGGER injectors. 550cc or so. Now my question is about my car. Let me give a list of my mods. Jun style intake manifold 90mm throttle body ss top mount exhaust manifold Top fed low impendence 780cc injectors fuel pressure regulator walbro 255lph hp fuel pump Garrett GT3582RL turbocharger front mount intercooler z32 maf 3" turbo back exhaust safc 2 sitc My question is should I get smaller injectors. He is recommending 550cc injectors for my set up. Does this sound right? I do plan on taking the motor back out this fall and building it. I.E. rods, pistons, cams...etc... I’m also trying to get my hands on a power fc but for now I would rather just run the safc2 and the sitc. Any advice would be greatly appreciated. Thanks guys, Jon

That's fine. It wasn't too bad. I am extremely happy with it!! Thanks again for letting me in on the buy!!

Got mine in yesterday. It was a little bent up but i got it stright! Looks great!!