discopotato03

Hi Ricky , yep definitely a step in the right direction . I don't know if people remember but HKSs TO4Z comp covers are a bit like that diffuser diameter wise as are many of the truck ones on Holsets and possibly Borg Warners . I'm not sure if the cross section of that housings diffuser is like OEM ones are , would need to cut them open to find out . Diagrams I have of housing cross sections show the diffuser to be reasonably thin walled and I suppose thats to take up minimum area of the housings volute passage . The diffuser section of any radial compressor housing is critical because its where velocity energy is converted to pressure energy . Often when a turbocharger is "high flowed" with a larger diameter compressor wheel in the same cover this area suffers because the wheels diameter is larger but the diffusers diameter stays the same . Cheers A .

Watching this space , is the MAF software far off ? Cheers A .

I'd be interested to hear the opinions of anyone whos tuned an RB with a V44/V88 and Mass air sensors ie say an RB25 with the Z32TT MAF . Cheers A .

Personally I think the BW's are the ones to watch , IMO along a bit more modern lines than HE/HX35 Holsets . Actually it's just occured to me that if you people want to play with cheapish diesel turbos why not revert to the old chestnut T04/60-1 ? There is actually a range of compressors in that family so you don't have to use the 60 trim version if you don't want to . T4 turbine housings are common in single or twin entry and "T3" or T4 mounting flange sizes . It's even made with a large frame ball bearing option if you like . A .

I think I posted this in the last oil thread but hey ... I friend of mine has been in working in the car and motorbike industry all his life and he's got to see the inside story on oil and marketing . His claim is that Motul is into agressive marketing but sell on price . He told me the only Motil oil worth pissing on is the top grade synthetic one - I guess any oil supplier can make good oil in the high price range area . Because he's had a lot to do with and been inside countless motorbike engines I think he is qualified to comment on what lives and what doesn't . I quizzed him one day about these engines and its easy to forget that in that environment (high revs/cooling system challenges) motorbike engines give their oil a hard time , so it sounds like what's good in a small high reving engine is also good in a larger engine in a lesser state of tune - provided the heat/viscosity range is right . Long story short , he likes the Mobil 1 Racing 4T 15W50 synthetic because hard worked bikes he's been involved with survive quite well on it . He thinks it's very close to the top Motul synthetic oil and could go either way on price and availibility . Racing 4T is also sold in I think 1 and 4 litre containers though he said some of the better bike workshops get it in 44's so would no doubt sell you 5 litres if you rocked up with a clean container . One tale he told me and I think R33 Racer confirmed was that HRT used this Mobil 4T synthetic and used to sometimes pinch the stuff as it came in if supplies were short . I'd like to think that if this oil can survive V8 super car abuse your average hotted up road RB wouldn't go west on it . IMO the things that kill oil are heat and contamination so if it's had a hard time change it and the filter - it's the only way . A .

Easy to be confused here because they were both once called GT25xx . Basically there are two turbines in that group , I'll call them the OEM spool friendly one and the high performance one . The first in my lists is ~ 53mm OD in 62 trim and the other is nearly 54mm OD in 76 trim . Nowdays Garrett call the first one GT25xx and the second one GT28xx . HKS's numbering system is an old one and doesn't differentiate ie call both GT25xx . With theirs you just have to know by searching ie a 2510 has the first type turbine where a 2530/2535/2540/GTRS has the second type . In RB26 specific their GTSS has the first type , the SR GTSS version has the second type . Have a look at the turbobygarrett site and note the GT25xx range and the GT28xx range . If all else fails note the turbine trim size 62 and 76 , a dead give away . Hope this helps , cheers A .

The guts of it was that the original poster was changing from Deuchworks 740's to tomei 740's and couldn't get his SR20 to idle over 12:1 AFR . One person suggests that the latency/lag time for Nismo/Tomei 740's is 0.66 ms and he thought the correction was +0.07 or +0.06 for the PFC . Says his buddy has tuned 10 SRs with Nis 740s and no probs . Another person suggests 555s are 0.71 and 740s 0.66 , std 370s are 0.58 so correction is 0.08 . At the end the original poster removes his 740 Tomeis and tries 740 Nismos and they work fine . You don't find out what the problem with the Tomeis is but I suspect that their were two versions of the 740 available in the US fro Zeds . I seem to remember reading ages ago that some screwy engine needed possibly peak and hold instead of saturated injectors so the problem could have been an electrical one . My 740 Nismos came in boxes with SR RB VG on the label so should be the right ones . Cheers A .

Well Garretts GT4088R has been around for a couple of years now and it started life as a development mule with an 84 trim turbine and a different style of GT 6/12 bladed compressor - in 56 trim . A few were released for test purposes and of those a few escaped into the market with much frothing from big G . It did not work particularly well and you can actually buy it in large frame GT bush/plate bearing form . I'm only guessing but is highly likely that the rest of the GT30/35/42 etc range won't change in a hurry because the market still buys them . Garretts main lines are OEM turbos and spares because that's where the volume sales are . They have always been able to offer alternative compressor trim sizes and a 48 or 52T doesn't cost any more to make than a 56T . Turbines and their housings are the expensive things to develop particularly for petrol engine turbos because high temp materials are expensive and often difficult to work with - esp turbine housings . Sadly for us the hot side is always most difficult section to get right and cost makes it the least likely section to get changed from a manufacturers point of view . No doubt Garrett are watching what their opposition is doing and gauging market reaction to it . I try to be impartial because the only practical thing to be is a "parts sl_t" , if it's good enough for the manufacturers (cars) these days why should we be any different . My conclusions ? Personally I think too many people are barking up the wrong tree having high boost pressure and revs as their goal , torque is the answer not kw or Hp . I don't believe huge turbos are needed unless people want a vastly extended engine rev range and peaky power delivery . Just on those Holsets , notice how their compressors are often 8/16 bladed and the housing is rather bulky ? I see this as a method of moving large volumes of air for big capacity diesel engines that don't have a very wide rev range . Properly applied the twin scroll turbine system will always win hands down because its the way to have a reasonable boost threshold and lots of mid range torque and not need the extended engine speed ceiling . Early in this thread someone posted a you tube link about some wag with I think a TS Holset on a Pomy Ford - Sierra Saphire type thing and it looks like a torque animal - to the point where it's easy on demand wheel spin everywhere . If you could do it with a GT30R or 35R with a "fat" TS turbine housing it'd be worth it wouldn't it ? Ages ago some switched on Americans got 440 Hp and 400 ft/lbs of torque into a tarted up SR20 without reving the piss bags out of it - GT32 TS housing on a propper GT3071R . At the end of the day if a Holset or BW isn't cheap it could well turn out to be an orphan so look around , Garrett make TS plain bearing diesel turbos too . A .

Southern outskirts of Sinn City . A . I'm surprised there is not more interest in scan/reset tools for PFC equipt Nissans with the consult interface .

Yeah it could be difficult finding anything cheap here at Cactus Island , possibly from OS depending on the exc rate . I did another long post in this thread the other day and lost it to a phantom shut down . The guts of it was that Holset and Borg Warner appear to be using larger major diameter wheels than Garrett usually do in their GT BB range , and in smaller trims too . Garrett put a lot of emphasis on their petrol spec BB turbos being compact lightweight high speed units but it does have some disadvantages . Moving lots of gas means having housings with large passages if you want the resistance to flow (restriction) to be low . I think Garrett are changing their thinking and it shows with TS units like the GT4088R and some of their GT37BB range , the turbine trims have been reduced from the usual 84 to I think a more appropriate 78 . The 88R's compressor is 52T and the smallest GT37R - GT3782R has an 82mm 50T version of the 88R's compressor . Something else to look at is the BW S200SX and S300SX turbos which are giving good results in the US , FullRace Geoff sells them and you can see them at his site . Still big bulky heavy but it's the nature of the beast . A .

NewKleer have PM'd you for some input . A .

And my 33 heads just been reworked and reassembled ... Very interested to see how this pans out , provided you can get the water outlet on the 26 manifold to clear the VCT solenoid (is neo one dimensionally same as R33 ?) it should fly - work . Multi throttle VCT 25 head , Borat would say "E niiiice" . A .

I've sent Peter at PLMS an email explaining what I want - body module reset abilities with a PFC equipt R33 GTST . Has anyone here used the plms consult cable and the supplied software ? Cheers A . PS Nistune looks good too though I already have a PFC and Datalogit .

This looks a bit interesting at $150 odd and locally made in SA too . http://www.plmsdevelopments.com/consult_if.shtml Any electronics minded people have any opinions on this one ? Also check out the list of vehicles they claim to KNOW it works with because it covers a range of R32 33 34 Skylines . Cheers Adrian .

I had thought of that but mine being an S2 like yours has hand bags for the driver and squeese and the warning lights are supposed to show at start up and go out after 4 odd seconds . I have to wonder if this would make cars safety inspection failures at rego time given that all late luxo cans have handbags now . Really all Im looking into is some sort of scan tool that will talk to the body modules on my car , if it covers the brides N15 that wouldn't hurt either . I don't know for sure but I think a genuine Consult 2 would be rather expensive . A friend pointed out a few things on E Bay lasat night , one China gadget and also a yellow Autec thing . Ideas ? Cheers A .

Chapter 1 of Corky Bells Maximum Boost , "An Engineering look at the basics" , explains this pretty well . The side note on page 5 mentions 20 degrees ATDC which I think is intended to be a guide and next to it is a two dimensional graph of cylinder pressure vs crank angle . I can see where it's desirable to have a self tuning system but I don't see how you can get around knowing detonation thresholds without making it happen . On the bleeding edge it wouldn't take much to damage something and people are understandably reluctant to take the risk . Something that might be worth looking into is an inline device capable of signalling the octane value of the fuel in the rail because usually that and the AFR have a lot of say in how much advance an engine can take before it detonates . I don't know if such a thing exists but if it's possible to have an ethanol content sensor maybe something for ULP is possible . It's getting OT I know but ethanol would be a more controlled substance than ULP so easier to work with in high ratios . Cheers A .

Hi all , bitten recently to fix nagging hand bag dash light . The mob involved used a Nissan Consult 2 tool via what looked like an RS232 14 pin flat plug under the cover on the RHS of the steering column . And BTW yes the PFC was in place and no it didn't pose a problem for Consult 2 . I'd like to know if there is something available to reset things like air bag lights etc on an S2 R33 GTS25T and won't owe me a fortune . Cheers A .

I think the issue is that the water jackets don't line up between big and small bore RB engines ie RB20 is from memory 78mm bore and 25/26/30 85mm . Even if you could the RB20 heads smaller valves and ports would be a backwards step . A .

Hi all , on my mind ATM so this was interesting to read even though it involved 740's and a PFC on an SR20 . http://forums.freshalloy.com/showthread.php?t=164058 If this is true then the lag times of std 370's Nismo 555's and Nismo 740's should be 0.58 0.71 and 0.66 ms . One claim is that the PFC correction should be +0.08 . Also been asking around for fuel settings to temporarily run my RB25 with these 740's - so I cam get it home once the ported cammed head goes on , logical to fit the injectors while it's in bits . Cheers A .

Thats one way of doing it though it limits you to that turbine housing . ATP is starting to sell turbine housings with bosses cast in for external gates but possibly not T04 sized . A . Bottom line is that we have to convince the manufacturers that we need twin scroll twin integral gate turbine housings because it's the simplest neatest solution , makes the manifolds straightforward and the bypassing and dump layout soooo easy . Garretts TS Evo 10 GT3076R IW turbo should not be under wraps too much longer , all cake .

Hi GT , there was an Asian lady and an Indian looking feller behind the counter and no power on earth was gonna get me the E85 pump keys . I tried to explain to them that all I wanted was 4 liters but the answer was no no and no . They said that the last time I got my 4 liters was a mistake and it should not have been sold to me at all . Just for the record I had ~ 40L of straight Shell 98 ULP and wanted to make it "E10" . I could not get through to them that 4 of 40 is 10% (yeah ok 4 of 44) and no I didn't want the usual low grade E10 mouthwash . I left contact details but not confident I'll get a return call or message . I think we need to find a way of accepting responsibility for what we buy otherwise the alconazis are going to make life difficult . A .

The problem is that you need to have a small gap between the divider and the external gates outer valve face (to allow for thermal expansion) because if the valve touches it may not seat and seal properly . For the nth degree you need two seperate wastegates - be they integral or external . A .

I was under the impression that Tomei Pon Cams for hydraulic RB25's (R33) were 256 deg duration inlet and exhaust . I had though the R34 versions were 252 and a tad more lift than the R33 hydraulic ones . You may want to double check the boxes because there was recently a mix up between inlet and exhaust cams and almost R33 and R34 types . No names but check all the part numbers . A .

Provided they let you buy it . A .

The servo just past the Meccano set near Landsvale is refusing to sell E85 to the public . They claim (counter jockeys) that the government won't let them do so and that the company (Manildra Group ?) is only selling to people with certification . Any idea whats going on ? A .