discopotato03

More Holset stuff , looks interesting . http://www.holset.com.cn/pics-related/3-me...Ti-issues-4.pdf Cheers A .

Lots of reading to do . Cheers A . http://www.dsmtuners.com/forums/turbo-syst...s-part-4-a.html

Some Holset turbine and compressor wheel dimensions . Turbine group Inducer Exducer Tip Height Shaft Diameter . HX25/HX27 52.0 45.6 8.9mm HX35/HX40/H1B/C/D/E and H2A 70.0 59.9 10.7 11.0mm 76.0 64.0 10.0 11.0mm 76.0 67.0 12.3 11.0mm Compressor Group Exducer Inducer Tip Height Wheel height HX35/HX40/H1B/C/D/E and H2A 83.0 52.0 6.4 40.0 83.0 60.0 7.2 40.0 83.0 46.0 5.1 40.0 83.0 54.0 5.9 40.0 Bear in mind that a GT3582R's wheels are like 68mm for the turbine and 82 for the compressor . At 70 and 76mm the Holset turbines are either in between a GT35 and GT37 (70 vs 68 or 72.5mm) or in between a T04 and GT40 (76.0 vs 74.4 and 77mm) . From the pictures of Holset turbines they are chunkier meaning heavier and aero wise a little dated looking . The compressor wheels remind me of what older smaller IHI bush bearing wheels look like , the ones mentioned above are said to be 8 bladed but not sure if 8 full height or 8 high and 9 low . Its not surprising that they can be in huge bulky compressor housings given that the details I read quoted the as being OEM on engines STARTING at 5-7 Liters capacity . More as comes to hand , cheers A .

Hi all , so tired ATM . Trains off the road at Longwood (Vic) and west of Yarrabandi (between Parks and Condobolin) and the network up the wall . I've had a brief look into some of these Holset turbos and at a glance there seems to be a trend of slightly larger turbines in relation to compressors compared to some Garretts and of course the twin entry turbine housings . I'm not so sure Holsets wheels are more modern/effective than Garretts GT ones but they are set up more towards big diesel engines that have a lot of gas throughput and needs tons of torque at low revs . You generally find big torque diseasel turbos with healthy A/R ratios (big housings) and low restriction hot sides . From a few pics I've seen these TS turbine housings are quite wide and have more squared off shoulders than many Garrett TS housings . In a while I'll post what dimensions I've found for some Holset H1E , HX25/27 , HX30 , HX35/HX40 . The burning question I have for FullRace Geoff is can the TS turbine housings be grafted onto Garrett GT BB turbos . Recently he told me that he has become a dealer for either Holset or BW so he must like them . As for BB vs TS , that's not really straightforward because they are associated with different issues . Having both would be top draw but until Garrett scales down something like the GT4088R to GT35R and GT30R dimensions it'll be hard to get anything off the shelf . It's never going to be as easy with the Garrett small (GT25BB range - GT2554R to GT3582R) because parts for them don't grow on trees . I'm reasonably sure the large BB cartridge size (found in T04Z/GT37R/GT40R/T51R/GT42R etc) is dimensionally same as their large plain bearing frame turbos . The shaft size and wheel offsets is very probably the same meaning the wheels/backplates/housings are probably interchangeable in the same sizes and trims . Back in a while , cheers A .

Those GT3267's and GT3271's are nothing special , you could look at them as a GT3071R with a diesel spec GT32 turbine and a large frame bush bearing center . I won't argue the philosophy of why the authorities go ape over midified GTR's , for me it's enough that they do . I doubt arguing with them would get you too far either . My last comments on twins is that it's easy to make them look std and the wastegating system is simple and effective . A twin scroll single is the next best thing BUT the manifold has to be a good one and the wastegates well set up . The turbo itself has to be suitably sized and preferably with a factory developed twin scroll turbine housing , there are no generic TS GT housings for petrol GT30 and GT35 based BB turbos ATM . The model specific Evo 10 one will be a first . Before spending serious money talk to Geoff at FR about Evo's and GTR's , could prove interesting and note from E4 on they had TS turbos factory . Your calls I'm out .

Sorry to burst your HKS T04Z twin scroll bubble but they aren't twin scroll housings . True they do have two inlet ports but the divider in the middle only goes a short way into the "throat" of those turbine housings . The 0.78 A/R housing Full Race and others have fitted to GT30's and GT35's is not designed for either , it's one of Garretts options for their plain bearing GT3267/GT3271 series diesel turbochargers . http://www.turbobygarrett.com/turbobygarre...71_452203_1.htm Last time I spoke to Geoff about it he said that they are really too small for a GT3582R anyway , people have done good things with them on real GT3071R's and I'd say that's because the turbine housing probably wouldn't create a restriction when venting an engine being fed by the 71mm GT compressor . You should really email him through FullRace Motorsports forum on their site , he played with RB26's for a while and has some nice goodies for them . I think it's optimistic at best to think you can have any engine suit such varied states of tune simply by exchanging turbine housings , it's not a 5 minute job and you'll be over that the second time you do it . If you really love T04Z's go buy the complete HKS kit inc gate and manifold - then hope to christ you don't get busted by the cops . The only legal solution is twins and the right ones go bolt . I'm not really with you as far as working on the turbo/s goes because it's not like they need a regular diet of plugs and points , they either function properly or they don't and while they do they're best left alone . As I said earlier IMO a well sorted head and cams should be able to enhance the characteristics of GTSS's or 2530's - meaning pull the lower end up with the 2530's or extend the SS's a bit more . I don't think its possible to cover the full engine speed range by throwing turbos at a std RB26 , they were designed around late 80's thinking and smallish ceramic turbos . If you want significantly different your have to alter the engines breathing and burning characteristics or forever suffer the legacy of what Nissan created . Cheers A . A .

A "GT3037S" is a HKS handle meaning GT30 turbine + 76.2mm 56T GT37 compressor in a port shrouded 0.60 A/R T04E compressor housing - "S" . From HKS the compressor trim can be 52 or 56 . The GT3076R from Garrett is basically same thing from Garrett but only in 56 comp trim and minus the flared inlet stub . A "GT3071R" is same deal as the GT3076R but with a 71.1mm 56T GT35 compressor wheel , in a non shrouded 0.50 A/R compressor housing . A . http://www.turbobygarrett.com/turbobygarre...R_700382_12.htm http://www.turbobygarrett.com/turbobygarre...T30/GT3071R.htm

Yeah well I reckon the GT3071R can be made to work but I think it's really designed for low exhaust restriction apps where a broad flat torque line is needed . It's probably a band aid for the lack of GT3076R/3037 turbos in smaller compressor trims ie 48/52T . I have seen versions of it with T04B comp covers for Rex's . If I can ever find a way to adapt the soon to be released Evo 10 twin scroll twin integral gate GT30 turbine housing thats what I'd like to use . A .

GTRS = GT2871R 52T with HKS housings , GT3076R = GT3037 56T , GT3540R = GT3582R 56T . The Real GT3071R is a stand out because it seems to need large turbine housings than many like to make them work . A . BTW Don't bother with the GT3040R/GT3082R , known not to be too good given the alternatives .

Sounds like way too much fuel going around in circles between the pumps rail and pot . You could try running on one pump and keep an eye on the fuel pressure , that would tell you if two 044's is too much pump . A .

Roy you probably have a few alternatives always assuming you can easily get E85 . You could try to mix you own brew of the best ULP available and E85 to get the same octane as your old 100 . Straight E85 is always quoted to be very good knock wise but you burn more than straight ULP so less range . I haven't read of anyone using E85 and WMI so I guess the only way to find out is to experiment with straight E85 and see if you can get away with as much ignition advance as does any good . Have to suck it see I suppose , cheers A .

Hi CJ , there has been a trend towards some Holset and Borgwarner turbo bits mainly in the US for a year or so now . At least one American performance house is hinted to be using Holset or BW compressor wheels in Garrett BB cartridges to try and give them a little better response and performance . The thing to remember is that most of these Holset and BW units are designed to be diesel engine turbochargers and that alters their design brief and material specefications . Now because of the fuel they burn diseasel engines almost always have lower EGT's than petrol engines , because of the significantly higher static compression ratios and generally throttle less inlet manifolds they have much higher dynamic CR's and so make more torque for their capacity than a similar sized petrol engine - particularly at low revs . The lower EGT's mean the manufacturers can use more mundane (cheaper easier to work with) materials in diesel engine turbos (turbine and it's housing) and this make them considerably cheaper to produce and sell . Not everyone will agree with me here but I think the real answer to the spool/turbine lag issue is twin scroll turbine housings , you eventually reach a point with an open housing turbocharger where you have to err one way or the other for earlyish turbine response or low restriction further up the engines rev range . I think the healthy sized turbine and housing used with a just adequately size compressor gives an acceptable all round result on petrol engines provided the frame size used is not way too big . Also BTW other manufacturers sell bigish diesel engine plain bearing turbos though I haven't noticed any new at $500 dollars . Ball bearing center sections are nice but if you can build a plain bearing unit and combine it with an engine that has a low restriction hot side you don't get the massive thrust loadings from the hot side of the turbocharger . It's these loadings (and overheat/overspeed) that generally destroys the thrust plate bearings in bush or plain bearing turbos because of the massive exhaust manifold pressure vs inlet manifold pressure . Compact high speed petrol engine BB turbos are compact because they use big trim low innertia low blade count wheels - at higher shaft speeds . They will be more expensive but they can be more compact and lighter in weight until you get to large frame sizes . With a Mitsy 4G63T I'd be looking into Evo Lancer turbo territory , rather exy but I think one well known mob is making manifolds to fit the Garrett TS GT3071R/GT3076R BB turbo on E 4-9 . Maybe even a hybrid Evo 10 TD05 with the big 12cm TS housing would work well . A .

Hi Dave , I believe the theory is that if the pump and injectors are up to adequately feeding the engine the std FPR should be fine . It seems the reason people go with adjustable FPR's is because they are running out of injector capacity and the only way to squeeze a litttle more through is raise the fuel rail pressure . Roller cell EFI fuel pumps are like most fluid pumps - as the output pressure rises the volume falls off so if you can keep the fuel system in "regulation" the rail pressure will be inlet manifold pressure plus the diaphragm spring pressure ie 35-38 pounds . There is no reason why you can't use the Nismo FPR set to the std static pressure - at least being new it should be a known quantity . People have mixed opinions over those Walbro 255 l/hr pumps , they are said to be popular because of their price but one issue keeps being brought up . People here and in the US who push them sometimes find that they suffer a large fuel pressure drop when use in high manifold pressure (boost) apps , they pump adequately till the pressure goes up and then the volume can be inadequate . I haven't used them myself , it was suggested to me that the relivant model GTR pumps work well ie R33GTR pump in R33GTS25T which is what I have . I figure that with Nismo 740cc injectors I should never need more that the factory regulators pressure head to make good road car power . Cheers A .

I think the way to go is at least 9.0 to 1 CR if not a little higher ie 9.3 . You have a golden opportunity to fit slightly larger exhaust valves which you can buy in direct fit form - as in dimensionally the same as std hydraulic R33 RB25 except for the 0.5mm over size head . The std exhaust valve seats in the head are just opened up a little internally . Big bore twin cam RB heads are a bit short on exhaust valve and port size probably because of the late 80's thinking that went into their design . I'd aim for the slightly higher CR and exhaust valves to make the engine breathe better and make good power without having to resort to high boost to make the torque . Cheers A .

Need more info like what future mods your going to do to that engine . Many think that Tomei Poncams are a good bolt on (in) and they seem to work well . Personally I would stay away from wild cams in a mechanically std road engine because they aren't driven at high revs for long enough to make them worth the grief . Your call but I don't see a lot of value in a lumpy "idle" , it's usually a sign of bad tuning or reversion and by nature these are not what I call desirable characteristics . If you had financial and time freedoms I think a well ported head and mild cams would give good all round results but cams alone get you part of the way there . I'd look at Poncams , cheers A .

Ok so removing jumper J4 the bridge is removed between WB lin- and the ground pin and this makes the Tech Edge ground through the Dataligit via AN2 . One more silly one , is there any special wire needed or basically any suitably sized insulated automotive type wire ? Cheers A .

Hi all - esp Guilt toy , I need to connect a Tech edge WB3A2 to my Datalogit so that it can log AFR as well as the usual things . Guilt Toy , since you have (had anyway) a 3A2 and a Datalogit , do I connect the WB+ (4th from the LHS of the Y5 10 hole connector) to AN1 on the Datalogit and WB- to AN2 ? From what I can tell the WB+ means WB lin+ and the WB lin- is it's ground return . I printed out TE's info on the WB3A2 and it shows the default linear voltage scale as 0-5v - 9-19:1 AFR . Once the figures are set in the Datalogit logging page and Delta AN1-AN2 selected it should all work ? Cheers and thanks , A . In time I'd like to be able log purely from the Tech Edge and I suppose to do so means tapping into the sensor wires near the EMS's ECU plug . The reason being that it's simpler/easier to leave out the lap top and not everything is going to have a PFC/Datalogit .

Yeah sometimes these earth circuits need to be complete , it never ceases to amase me if I pull looms apart how many earth wires are linked to so many different things rather than having a local body earth . I tend to think that if the original pump power and earth wiring did a half ok job with the pump it would be more than enough to just trigger your new relay . Cheers A .

I believe there is some variation in the gallery where the water pump bolts up so depending on which hi po pump you want to use it may or may not be a problem . Someone recently had an issue fitting a new pump to a S1.5 GTS25T block , I don't know when the pattern changed but someone here probably knows . I'd be checking to see if the R33 RB25 DE block had oil squirters because they are fiddly to fit if they don't . The heads not sure but if turbo/NA are anything like FJ20's the NA type may have smaller exhaust manifold studs I suppose because they're not suporting a turbo . Someone who's used to building up RB's should know the where's and why fors . Cheers A .

Hi , I've not done this to my R33 because it doesn't have a fuel supply prob ATM . In later cars I've read about silly things going on when std citcuitry is used to control relays instead of actually carrying the electrical load . Does the std plug you mention also have earth wiring and if so what is it not connected likely to do ? Is is possible to earth the relays switch or coil back through the std plug - assuming it also has earth wiring ? You could check all the fuses to be sure I suppose . Just my 2c , cheers A .

According to my notes a 700177-5018 cartridge is a BB GT30 based turbo with a 52 trim T04S compressor wheel on it . A .

Problem solved , Jaycar DO still sell a higher powered DC auto lap top power adapter . It's called a Power Tech Plus MP-3472 Auto Lap top Power Supply 150w . It lets you select 15 or 16V 8.5a regulated - 18 or 19V 8a regulated - 20v 7.5a regulated - 22V 6.5a regulated - 24V 6a regulated - 150w max . Damage is $59.99 . It's socket plug has a 15a blade fuse in it and the kit includes 9 different replaceable plugs to fit various lap tops power sockets inc a weird looking Hewlet Packard one . Will give it a go tomorrow , cheers A .

It sounds like this thread is going round in circles - so to speak . Firstly what exactly does the original poster want from his engine/car . I personally don't give a rats date about Kw or boost numbers , but a broad usable torque spread has to be good . I think it's difficult to relate chassis dyno numbers to real world conditions so a set power number ie 400 Kw doesn't mean a whole lot to me . I know it's really easy to look at compressor maps and say this one can pump 400 Kw worth of air and that one 380 but how does it relate to torque down the drive line ? The bottom line is that a GTR is a heavy car for a 2560cc low compression ratio engine and they usually have to rev to make impressive grunt as in power for the weight . I'd be more worried about head and cam upgrades while it's in a thousand bits , same old same old , higher static CR larger exhaust valves good porting - make it breathe so it can generate power without high boost . Turbo wise IMO a T04R BB turbo (T04Z if you like) uses dinosaur wheels - nothing even remotely like a GT4088R or GT4094R let alone a GT3582R . The mere mention of "T04" gives it away . The best T04Z's are the HKS ones - only because they went to a lot of trouble with their unique turbine and compressor housings . Off the shelf GT3582R's will always be hamstrung because of their single scroll T3 flanged turbine housings , diesel plain bearing versions often use huge twin scroll turbine housings . A port shrouded T04S comp cover wouldn't go astray and they are suposed to be making them soon . For what I thing you are trying to achieve I wouldn't bother with a single scroll GT3582R or T04Z , in the long run you'll achieve the pulse separation and multiple waste gates far easier with parallel IW twins - esp on a car that has this system standard . What's a pair of 2530's on std cleaned up manifolds good for with a really flying head and cam setup ? A .

All I have used is the supplied USB/serial converter cable so far meaning USB at the lap top end . I've stuck the missuses Toshiba 3.95a / AC power adapter into this thing to see what will happen - sky didn't fall in so cig powered 3.5a DC adapter should work ok provided the cars socket still works . BTW I was thinking of using the socket to power the Tech Edge WB02 , is the socket going to carry it and lap top or do I really need a dedicated power supply ? Cheers and thanks , A .

Good question that , non VVT head on VVT block - if the 26 block is RS . I suppose you could look for an R32 RB25DE block and fit it with piston oil squirters and good internals . I think American mobs can sell you non metric threaded fasteners but you have to get the block drilled/threaded and not sure about the heads bolt holes . Ask SK , cheers A .