discopotato03

http://www.turbobygarrett.com/turbobygarre...2R_714568_2.htm From their site . A .

Hi all , if you become a Garrett Gearhead (apply at their turbobygarrett site) you get tech updates from time to time . In the pipe as they say . Briefly they say that people are getting stuck between the choice of GT3582R or GT4088R , they say people want the response of the GT3582R with the power of the GT4088R . Their answer is to use a GT37 turbine in a GT4088R making it a GT3788R , they mention that it will be available in three turbine housing sizes and my guess is they will use three of the four castings normally used on a GT4088R ie 0.85/0.95 1.06 and I think 1.12 . Fingers crossed the turbine will be a petrol spec (high temp material) UHP (Ultra High Pressure Ratio version because this will span the gap between the GT35 UHP turbine and the GT40 UHP one . I can see it making the old T4 P trim turbine redundant (ie T04Z turbine) if they do . The burning question will be what trim this turbine will have , fingers crossed it will be 78 trim like the GT40 UHP turbine and not 84T like GT30/35 plain bearing GT40/GT42 etc . They mentioned that the power range (IMO depending on turbine housuing A/R) is 440 to 675 - which is really GT3076R to a bit above what single scroll GT3582R territory . I think all these housings are twin scroll T4 flanged - perfect for those HKS low cast RB26 exhaust manifolds . The second turbo to rate a mention is their GT3582R , in their wisdom they have decided to make available port shrouded compressor housings and a few more turbine housing options . Port shrouded comp housings let you get away with smaller A/R turbine housings without surge . Note HKS do it to 2835 Pro S turbos and RB spec GTRS's (GT2871R 52T) . They look like making the GT35R T3 flanged housings with V band outlets and a T4 flanged version with a four bolt outlet . They don't specifically mention single or twin scroll with these but the info will get out in short order if the turbo spies around the world have their way . The Evo Lancer crowd look like getting bolt on versions of the GT3071R and GT3076R , I reckon to make them work they'd have to be reverse rotation . Fingers crossed Garrett will continue on with the twin scroll twin flap valve gates like the factory reverse rotation Mitsubishi turbos have . From memory Evos 4 to 10 have them and the only single scroll ones will be the pov pac Ralli Art Lancer to be released soon - to compete with non STi Ram Raiders . No idea when , cheers A .

Where the twins have it all over singles is that most singles are single scroll - meaning one turbine nossle . A twin scroll single achieves pretty much the same thing but requires one or preferably two external wastegates to control turbine speed - boost . I doubt very much in the late 80's when Nissan was developing the RB26 that external wastegates even got a look in . The next best thing is to run parallel twins with individual integral wastegates , it's the only way to keep the exhaust gasses seperate between the front and rear three cylinders until downstream of the turbos . Either is whats required from a high performance turbo engine to get around reversion problems . I'd say packaging was also an issue , I think it would be far easier to drop the shell over the engine/front subframe assembly on the production line with two small diameter turbochargers cuddled up close to the cylinder head . I once though otherwise but the dollars and cents practicality on a road RB26 I think swing in favour of the parallel twins . With a single you have to hope that the manifold you get is a good one and then there's the complexity and cost of external wastegate/s . Cops know what GTR's look like and often want a look under the lid - wouldn't you ? If all they can see is what looks like a std motor they've got nothing on you . Explaining what those big HKS "EGR" valves are would be a bit more difficult . The real shame of the twins is getting at them if you need to . If you do them once and do it right they should be fine after that . I reckon I'd be doing little things along the way to try and make it easier if there was a next time ... Your calls , A .

I remember someone I trust telling me that an RB in an S13 weighs about as much as an RB in an R32 GTST . Your call but the R32 is going to have better suspension and an RB six out of the box , hoiking an RB20 for an RB25 has to be a heap simpler than an SR20 for an RB25 . Your call but I'd reckon everything about an R32 is going to be cheaper than a 180SX in the long run . It depends on what you like the look of I suppose , I'd go for the functionality personally . If you must stay with an S13 you could look into better fours for the purpose ie a KA24DE and turbocharge that . They are long in the stroke compared to an RB six but they make great mid range torque - particularly with a turbocharger . The US has RWD manifolds for them because they had USDM 240SX's with the KA24DE engine std . We got a DOHC RWD version of in in Aus spec Navara 2.4's . They are 8.6 to 1 CR std so reasonable for a cheap conversion + local compliance . Luckily the KA24 has the full circle bellhousing pattern which I think is the same as an SR20 so they probably fall into an S13 , they obviously did into USDM S13's and S14's . The Navaras have a V6 version as well and with a bit of mucking around with bellhousings you could possibly get an RB25DET sized gearbox into your S13 . JWT (Jim Wolf Technology) in the US do cams/manifolds/pistons/cracked flashed ECU's etc etc for KA24E (SOHC) and KA24DE (DOHC 16v) engines . From memory injectors are the exact same side feeds as R33 RB25DET's so I'm pretty sure the Nismo's etc fall in . It won't rev like an RB25 or an SR20 but if you can make killer mid range torque with four large cylinders who cares ? Very lastly , they use an iron block so no need to screw around with liners like in an SR20 . Can't remember about fitting piston oil squiters - you'd have to got to the US sites for that info . Four cylinder car with four cylinder engine , it's what I'd do in an S13 . A.

Someone must have them ? Cheers A .

Yes the nice Trust spec turbine is the "TD06 SL-2" version . More open blades and I think from memory 11 blades rather than 12 . It's actually slightly smaller in diameter than garden variety TD06 turbines but works quite well for its size . Mobs here in Australia can build you turbos based on that turbine , GT Pumps is one . They also usually stock the three trim sizes of that compressor family - 16/18/20G . Don't quote me but TD05/6 may be based on the same center section . The main challenge , as always , is getting the flange to suit your exhaust manifold . Trust Greddy sometimes use a 3 hole pattern but I'm sure I've seen Mitsy (MHI) turbine housings with T3 sized mounting flanges on them . Whats the bite for a Trust TD06xx these days ? A .

Need a contact number for Brent at Sliding Performance , if anyone has one can you PM me please . Cheers A .

Well up to you you but if you look closely at the "islands" and the percentage numbers I know which in theory is going to blow slightly cooler air . Also if you run your eyes up the vertical 30 Lb line to where it intersects the most RHS island note the difference . It looks to me like the -9's wheel/housing combination is happy to pump air at low pressures as well as high making them a slightly better all round combination . I think these would ultimately make better mid range torque than the -7's . When you look at HKS spec Garrett turbos you start to see minor alterations to Garretts off the shelf compressors and turbines and they only tend to use non Garrett housings if they found it made a significant difference . With the -9 cartridge they obviously saw the need to make changes to the compressor wheel otherwise they wouldn't have bothered . I suspect Garrett use their off the shelf wheel rather than alter things because that's a cheaper way to make a generic turbocharger - she'll be right . IMO HKS went to a bit more trouble to fine tune something to suit a specific application - they wanted the response because people hate turbine lag and they wanted torque to make the engine pull hard without big revs . All these turbos are really trying hard to alter the state of tune of RB26's , a 4-8 power range is a bit hard for some to stomach in a road car so possibly 3-7 is nicer on the street . Your calls , I would buy the turbo fine tuned for the app particularly now that you can buy them from Garrett at a Garrett price . A . Oh and by the way , Garrett obviously did a cut and paste with the turbine map on that -9 blurbe page because alterations to the compressor side should show up on the turbine map . Lazy pricks .

Actually this is the one you want if you like HKS GTSS RB26 performance , everyone everywhere thinks these ARE GTSS turbos with Garrett actuators . Compare the comp maps to the other suggested turbo . A . http://www.turbobygarrett.com/turbobygarre...0R_707160_9.htm http://www.turbobygarrett.com/turbobygarre...0R_707160_7.htm

I'd just go to Garrett and buy a new cartridge , slap your undamaged housings (provided they are) back on and refit it . Twin Cam RB's don't use T3 turbos so without mods they aren't going to fit like the factory spec T3 does . I think it would be a big step backwards using the smaller turbo on an RB30 and it would choke on it - IMO the Hitachi on an R33 spec RB25DET is really a bit small for the 2.5 liter engine it comes on . At a pinch the turbo off a Z32 VG30DET may be passable - just - it still means a non std dump pipe and it's anyones guess if the oil and water plumbing will fit up . If you fix what you have you know it'll all bolt back in . Cheers A .

Hi all , just wondering if there is a more cost effective option to using Nismo 740cc injectors in an R33 RB25DET . At the moment prices for the Nismo 740's are up around 200 an injector and 1200 is a bit hard to stomach . I was wondering if any top feeds can be fitted possibly with an alternative fuel rail . Cheers A .

I was always taught that anything you can do to reduce the restrictions on the hot side pays off by reducing exhaust gas reversion , better cam profiles help achieve this by opening the exhaust valves further and for a bit longer . The trick seems to be matching the valve timing with the static compression ratio once the exhaust restrictions ie exhaust system / turbos hot side have been reduced . It falls in step with the greater gas throughput (air and exhaust) for less than or equal resistance to flow - pressure rise . A .

If you could get suitable turbine housings for them the Mitsy's are alright , I would err more towards a TD04HL for an RB20 (most of the world (inc Subie nuts) hasn't woken up to the fact that the "HL" turbine version of the TD04 range is NOT tiny) and either A TDO5H or TD06SL-2 turbine based unit for RB25's . Most don't bother because of the lack of turbine housings and they use plain bearings . Just in case you didn't know that TD06SL-2 turbine is a Trust based special and smaller and lighter that the usual garden variety TD06 turbine . A .

The trouble is that he is comparing apples to oranges , that "GT30R" (GT3076R) doesn't have a native Garrett GT30 turbine housing on it - if it did the turbine outlet would be conical shaped and different internally . The Borg Warner turbo is physically larger and almost certainly plain bearing . The thing it has missing is a twin scroll turbine housing , many BW turbos have them and it's a large part of why they can be effective and affordable turbochargers - in the US . When Garrett developed the GT30BB turbos they factored size and weight into their equation which is why a well set up one with the biggest turbine housing can easily crank out enough air to support a bit over 500 horsepower . Did you note that the Garrett turbine , aside from being physically smaller , has less blades/more swept back trailing edges and a slightly larger tip height . If would have to be lighter and possibly have similar gas throughput . My money would be on the GT3076R (with a proper turbine housing - not a TB31 item) if I was buying for suitability rather than price . A .

Hi , was searching the group buy section in the hopes that someone may have been doing them - not to be . I'd like to buy a new one and avoid the dramas with the crook ones I read about in searches on this board , I did try Performancewise but PM bank full . Where in Sydney do people buy them ? I'd also like to know if its possible to get a male (or whatever) plug the same as the std S2 GTS25T's AFM side so I can make up my own adapter sub loom . I have a handfull of VL AFM plugs so that sides no problem . Thanks all , cheers A .

If you give me an idea what you have ATM I may have some ideas . The only unique things on a VLT's T3 turbocharger are the compressor and turbine housings , at a pinch you could use the 0.63 A/R turbine housing from an early FJ20ET because they are almost identical (they have the 02 probe in the housing instead of the dump like a VL has) . The cartridge (center housing and wheels) uses a common Garrett T3 water cooled bearing housing and the comp wheel from memory is just a 50T T3 . If you can get housings the rest is easy . Cheers A .

Said to have more hydrogen and less carbon than ULP so on the swings and roundabouts less C02 you'd think . Have seen mention of much less HC and with lower combustion temps possibly less nitrogen oxide aka NOx . Like all consumer goods the focus is on price , some want the physical benefits and others get wet over the "green" aspects . If you can have it all go for it - I wish the fuel suppliers would . A .

I'm not so sure the tip in 30% more fuel idea is what you have to do real world . E85's ability to run more advanced timing I think means the mixture strength may not have to alter as much as say ULP to make the same torque numbers . Also to some degree spraying in a bit more (by comparison) can have some advantages like evaporative cooling (charge air cooling) so it's not all necessarily bad . I think it's a case of a bit more ign advance/a bit more charge cooling/a bit of this a bit of that and over all making it all work in positive ways . It's early days for tuning E85 in Australia and I have every confidence that Ausie tenacity (Sp ?) will ring every ft/lb out of this stuff - given time . The BIG thing is getting the fuel distributors to market it everywhere and what's holding that up is the lack of flex fueled OEM cars . SAAB has one and the FF'd VE Commode Door is supposed to be in the pipe . It's a sort of chicken and egg thing with the chichen run being expensive (I did read US 200G to install approved E85 tank and pumps) and a luke warm interest in the eggs . The fuel suppliers want to be confident that their investment in equipment is not wasted so the toe in the water exercise can take time . Overseas there have been tax breaks with E85 and it remains to be seen whether our Governments will favour incentive over revenue . If it gets tax breaks here the cost/consumption ratio needs to be line ball or better to encourage Mr Mrs people mover to buy it . We as "timing lords" want it for other reasons but we are a very small component of the buying public . In time , cheers A .

Cant help myself this time , something for petrol heads to think about and a bit of drag queen drama blog over C02 and global warming . http://blogs.drive.com.au/2008/07/v8_supercar_greenwash.html Something to read if theres nothing doing ATM . Enjoy , A .

Fair enough , maybe having enough processing power to run everything in real time rather than count back etc may make a worthwhile difference . If it can self learn maybe the MAP system can stay on top of things . My aversion is because I don't think inlet manifolds that work as an inlet manifold are real good at giving pressure signal clarity to a pressure sensing devise . The fluctuations in common plenum manifolds often don't give much idea what the engine wants because reversions don't mean much to an EMS . IMO the conditions upstream of the throttlebody/s are what needs to known and a MAP sensor can't do that for you . That aside I would always insist on having a system that can do MAF and MAP , like you said it leaves your options open . I would also insist on something that can read the std optical triggers and run the six coils and fully sequential injection system . Best of luck , cheers A .

A friend of mine who's spent a lot of his life as a mechanic working on bikes has tainted views on Motul oil , he does agree that the highest spec synthetic is good but wouldn't touch any of the rest of their range . He mentioned that they market aggressively and sell on price . Read into that what you like . His thoughts on synthetic oil pretty much start and end with Mobil 1 and in the case of hard worked bike engines he suggests Mobil 1 Racing 4T 15W50 . He mentioned that HRT uses it and at times they used to snag supplies of this oil going to bike shops who ordered it . You find it in 1 and 4 litre bottles which is a pain but some bike shops get it in 205L drums . Whatever you use should be based on clearances and temperature range IMO . A .

Thats a little under 350 Hp and at the crank I think its possible - provided the engine breathes well enough to do it . Do somes searches on GTRS's and RB20's , Roy had some info on how these turbos stacked up against his Mitsy TD turbo and for an integral gate turbo they did reasonably well . For me it'd be either GCG Hi Flow or 2530 or GTRS based on what I could afford to spend . Cheers A .

GT from what I can see PFC's are fine for doing most of the things that users need in a programmable EMS . I suppose more specialised uses (ALS/Launch etc) they're a bit limited but for what I want it'll do the job . Things like the ability to self learn would be useful and I can see this feature becoming more and more important with the way emissions laws are going . If the systems can be made to self tune from basic maps then thats the hardest part for the end user solved . BTW are you going to continue on with a mass air sensor or are you going to the dark side with an electric barometer ? LOL . Cheers A . BTW what system is the EPA using to analyse the exhaust gas , ages ago I remember reading that there is a method of shining a particular kind of light through the gas and by measuring the beam on the other side its possible to see the different levels of certain gasses .

I just need the injectors themselves , when you go to 1000's (for E100) and need to finance them let me know . I can't justify the $1000-1200 prices I've seen of late , makes top feeds and rail look better and better . Yes from OS 16600-RR544 is the Nismo Pn . Are they any cheaper in a Denso Box ? LOL A . PS Staying with MAF or going to an electronic barometer ?

That 700177-5014 cartrige is the one used in GT3082R (GT3040R in oldspeak) . They are basically the GT3582R's compressor and housing on the smaller GT30 hot side . Garrett don't show them on their website from memory and many people (inc me) think they have too much compressor for the turbine size but having said that some still like them . GT3071R compressor is a 71.1mm 56 trim GT wheel . GT3082R's compressor is an 82mm 56 trim GT wheel . For an RB20 a 44 lb (air pumping wise) compressor should be far more suitable than 62 lb one and noticably more responsive . Possibly too expensive but a GTRS (HKS spec GT2871R 52T) is probably better again on a roadie or even an RB spec (T3 flanged) GT2530 . Cheers A .