whatsisname

Should be ready to dyno tomorrow

Still have a factory master on mine. No dramas with ABS.

Clunks and bangs etc. At car park manoeuvring speeds are par for the course with a GT Pro 1.5-way. Might be a bit tamer on the softest of the three settings and with certain diff' fluids

Thanks mate. Much appreciated. PM me your details and a suitable day and time to collect. Not quite. Although at one stage I had 6 cars.

G'day Greg, Long time no speak. If you've still got the cluster I'll take it off your hands. Cheers, Matt

I did all the usual brake improvements to the standard R33 GTS25t set-up. Slotted RDA rotors, QFM A1RMs, braided lines, Cusco master cylinder stopper, RBF660, cooling ducts etc. I then decided to pay the $ for a K-Sport BBK (356mm F&R / 8 and 4 piston) The difference is night and day. Bit more than $1k though. Do the diff first. Save for a BBK. I have a Nismo GT Pro 1.5 in mine. It's liveable. Might change my mind if it was my daily - it's not.

Previous turbo set-up (up until earlier today) and a few random shots. I think I may have developed a thing for titanium fasteners. $400 and counting so far, fancy blue M10x1.25 strut tops nuts included.

Keep me posted with how that one goes, mate. Mine is about a week or two away... manifold flange change is done (T3 to v-band) off for ceramic coating tomorrow or Mon. Going to switch from a Sard to Turbosmart FPR1200, may need bigger injectors too. CDI is another 'possible' requirement. Will also install and configure the Racelogic TC system.

Polished up pretty good if I do say so myself [emoji4]

Will post results up as soon as I have them. Thanks mate [emoji106]? Yes to all bar the T3. RB2530, VCT, HKS 256/264 and V-band in and out.

Roller dynos are obviously more convenient, particular for dyno days and where quick turn around time between cars is a major consideration. It is certainly fair and reasonable to expect minor variations in tyre to dyno roller 'loss' between dynos and even one car to the next, not just from slippage but also side wall distortion - low profile, hard side wall vs. high profile, soft side wall. But a delta of over 100+kW is clearly well beyond standardised control methods and is heading firmly into out of calibration or deliberate manipulation territory.

Okay, so we've managed to set aside a few days before Clipsal to fit and tune the new turbo. If all goes roughly to plan, should have it on the dyno in two weeks.

Irrespective of whether it makes 455.5 or 414kW it is still very impressive response and power for an SR20DET. It would be handy is there was one international universal calibration standard so dyno data could be compared across the board. It would make it really handy when researching potential upgrades - particularly with the amount of data readily available from the US.

If I had just fitted a nice new BW EFR turbo and wanted to know how much power it produced, I'd happily use any of the respected mainstream dyno options, hub type included.

My workshop of choice has a Dynotech (by Dyno Dynamics) that reads a bit lower than most in the local area. They don't claim their figures are lower. It simply punches out the data and whatever power it makes is what it makes. I have been pleasantly surprised, on a couple of occasions, at dyno days when my car (both my R33 and Golf GTI Pirelli) has produced 18kW and 21kW more than at my workshop of choice. I could probably take my R33 to a workshop with a dyno that is a touch more optimistic and get a 500+kW figure. But there's no point, I know it won't have gained anything in the real world. A mate in the industry was telling me about a situation recently where a car was tuned at one workshop and produced 400kW at the rear wheels. It was then taken immediately to another workshop where it recorded 295kW. I used to think most dyno readings were within 20-30kW or so regardless - hub dyno aside.

Garrett have not developed a twin scroll option (as yet) but I believe ATP were planning to offer suitable twin scroll housings. Edit: ATP do indeed. Only available in 1.01 A/R. It's basically a modified GT/GTX35 housing. I assume any T3 GT/GTX35 housing can be modified to suit the GTX3584RS. The incompatibility warning from Garrett is aimed at existing GT/GTX owners looking to upgrade their current turbo to the RS. Off-the-shelf they aren't reverse compatible. But nothing stopping people from having housings modified to fit. PRODUCT DESCRIPTION: Garrett T3 Twinscroll turbine housing in Ni-Resist material; for GT35, GTX35, and GEN2 GTX35 series turbochargers. The turbine housing is 1.01 A/R and 3-inch Garrett GT V-Band outlet. ** Available for the Garrett GTX3584RS. Choose the required alternate fitment option ** http://www.atpturbo.com/mm5/merchant.mvc?Screen=PROD&Store_Code=tp&Product_Code=ATP-HSG-210&Category_Code=GTH

No he didn't mention who's dyno was used.

As do I. I'm guessing it may end up closer to 4500-4600rpm once sorted. Twin scroll would obviously be even better. I'm hoping my RB25/30 with the larger 1.01 will see full boost by around 4000-4500rpm.

Which exhaust housing and any other info on the set up?

I can confirm the WA based R34 I mentioned earlier currently produces 650hp at the rears. RB26 with GTX3584RS .83 making 485kW at the rear wheels running E85 on 24psi boost. Currently produces peak boost at 4800rpm but expecting this to improve via cam timing adjustments and further tuning. Combo' has more in it but power capped due to concerns over gearbox longevity - it's a track car.

I assume so - the owner wrote .84 but probably just a fat fingers moment. I'm hoping to discuss our respective combo's in a further detail. Mate, I cannot wait to find out for myself! I'm away again for most of the remainder of this week. Then it's Round 1 of the SA IPRA championship. Probably away again after that. Then we're racing at Clipsal. It is a hectic schedule. But hopefully we can squeeze my turbo upgrade in there somewhere.

Update: The blue R34 is running E85, 0.84 housing, 24psi, and currently produces peak boost at 4800rpm. The owner has plans to bring boost on earlier with cam timing adjustment.

I saw a recent FB post regarding an RB26 + GTX3584RS fitted to a blue R34 track car in WA. The combination makes 650hp. The only details I could find on this set-up unfortunately. I assume it's a wheel horsepower figure. My turbine housing is back from ceramic coating and the compressor housing has been polished. I'm hoping to have the housings refitted and ready to bolt it all on in the next week or two. I've been away with work (beyond network coverage range at times) in recent weeks and extremely busy. Hence the lack of updates of late.

Thanks for the info', Lith. Good to see more results from the Gen2 GTX range popping up - a very positive result too. Approximately 410kW at the wheels on a roller dyno running 'only' 21psi and BP98 is a solid result. I was chatting to a guy in WA via FB yesterday afternoon about his 1.5JZ + GTX3584RS with 0.83 housing. His combo currently produces 447kW at 27psi through a build auto with 3,000rpm stall. I expect it would make a fair bit more via a 5sp manual.