discopotato03

I tend to think that a GTRS being a bolt on turbo would suit the std outlet pipe and anything of the same nature . What you can do is take your GTRS with you when you go looking for dump pipes , pop the actuator arm off the waste gate arm and trial fit the dumps and manually open the gate via its short arm . You may even take a few clean nuts and bolts to hold the two together while you open the flap valve . Should be very easy to tell if the flap fouls on anything . One handy tip , if you can bolt whatever dump you end up with to the turbo before you fit it because they can be a pain to do in situ . This is why I prefer seperate dumps that place the first joint down where it's easier to get at the fasteners . A .

Don't laugh but I have to learn spreadsheets meaning Exell as well . At least I'm related to someone who does all this stuff so learning it and Datalogit software together should get me where I want to go . A steep curve of a different type , cheers A .

Am still trying very hard to contact Stuart but no answer on the phone number at his site . If someone can contact him and tell him I need his banking details (provided I can find a branch of that Bank in Southern Sydney) or a name and address to express post a bank cheque to . I don't do internet transfers ... Have sent a PM to grandmasterb with my mobile no , can you please ask Stuart to call me on it soonest . Cheers and thanks , Adrian .

P3 500 won't cut it , 4+ hours to load XP SP3 and 35 min to defrag the snail ? Toshiba Tecra range lap tops seem to have serial ports and some of them are not desperate price wise for a reasonably up to date thing . I've been looking into A8's and A9's but yet to see one in the flesh . Cheers A .

The one in that link from Rocket looks exactly like the Sewell one , I think the IM3733 is an Innovate part number not a Sewell one . From the Innovate group buy the price is the same as Datalogit wants , $44 AUD . Cheers A .

Here . http://www.turbobygarrett.com/turbobygarre...0R_466541_1.htm 446179-12 is the CHRA (center housing rotating assembly) part number , 466541-1 is the complete turbo part number . Cheers A .

As the title says . http://www.innovatemotorsports.com/resourc...fc_tutorial.php Sorry if all this Datalogit stuff is boring . Cheers A .

ATM I'm loading (feels like loading a cement truck with a mug) a late XP onto the old P3 500 Toshiba because it's all I have with a serial port . My mate reckons 2000 Pro would be better on this dinosaur but have to wait and see . From Whirlpool I found that Toshiba Tecra A8 143's have serial ports and so do HP NX 6320's - I think . Looking around 2nd hand but I think waiting until the current crop of Centrinos (minus nvidia graphics) are cheaper is the go . Cheers A .

Having searched it looks like Datalogit distributors are it . A .

You always lubricate a turbochargers bearings (in the center section) when assembling it - means there's some lube at start up and helps prevent corrosion if it sits around for a while . Most turbochargers have literally a piston ring on the turbine shafts hub just inboard of the turbine wheel itself . If you stand a turbocharger on its turbine end oil can weep through the small gap in the piston ring and run around the back of the turbine wheel and drip out the outlet . It's just gravity doing it's job . If you had the turbo horizontal it would probably do the same thing out the oil drain hole in the bearing housing . When rebuilt turbos usually have plastic caps fitted to the oil inlet and drain holes to keep dirt and dust out . Provided the people who rebuilt it did the job properly you should not have any issues , I'd probably put a couple of drips of clean engine oil down the oil inlet (emphasize just a couple of drops) just before start up just so it has a little before oil pressure is up . If really paranoid you can start it up with the oil drain pipe or hose removed from underneath and observe oil running out of the drain hole temporarily - have a drain pan or tin handy to prevent spills . Getting a little OT , often its price neutral to buy new cartridge (center housing and wheels) with bush bearing turbos . That way you get all the important bits brand new Cheers A .

Thanks fellas , really keen to get that Datalogit kit here and plug it all in . BTW , my computer hardware mate searched all over for those Sewell serial/USB converter cables but no one seems to have them here in Aus . He reckons they must have some UART gadget to control the flow of data to the USB end of things . The Sewell site reckons it has a "Prolific" chipset - probably in the serial plug end . Thanks all , cheers A .

I know that TD06's are used on Evo Lancers and Rexes though the Rex ones are not reverse rotation like the I think E4-9 are so a bit more conventional . GT Pumps here in Australia make up Mitsy based turbos based on the Trust spec TD06 SL2 turbine though I wouldn't think they would be super responsive things on RB20's with bigish turbine housings . I'm not sure what is available for the upper end of the TD04's (TD04HL) and TD05H turbine housing wise but some OEM Volvo IW housings have a mount flange that is similar to single inlet "T3" . In TD04HL there are 6 and 7cm housings and I believe 7 and 8 for TD05H . If it were me I'd be more concerned about the boost threshold and having a reasonably wide effective power range , something getting on song at ~ 5 is a bit much I think . Roy I think you've mentioned at times that HKS GT-RS turbos (RB spec) work pretty well and are a bit easier to fit not having the external gate . Thats what I think I'd be looking into . Cheers A .

Through Paul33's PFC thred there this link to a site called NewCelica.org and how to's with PFC and Datalogit . http://www.newcelica.org/forums/showthread.php?t=258454 I was interested to see that they were logging wide band 02 signals through the datalogit box and getting an AFR reading rather than just a voltage output signal from the 02 probes control box . The AFR measuring kit I have is a Tech Edge WB3A2 which uses an LSU-7200 probe and I'll be really rapt if I can get the Datalogit to log my engines parameters and AFR as well . If I can do this and have just the supplied Sewell serial/USB converter cable between the Datalog and my lap top it sould make logging and tuning a bit easier . Thoughts ? Cheers A .

Hi all , have been reading through Paul33's indepth PFC/Datalogit thred and found a link to this Sewell Serial/USB converter cable that comes with Datalogit kits if you opt to use the USB interface . http://sewelldirect.com/usbtoserial.asp I know that not just any serial/usb cable works between the datalogit box and a laptop/PC's USB port so this ones obviously the one to get if you want no hassles . Does anyone know if these Sewell 1301 adapter cables are sold in Australia or are they only available from Datalogit or in the US ? Cheers A .

That's an interesting find . I was talking to a friend last night who lives and breathes computer hareware and he said be very wary of anything withe Nvidia 8 series or later graphics gear , failure rates are a bit high and Nvidia is muzzeling the lap top manufactures to try and keep a lid on the bad PR . So I guess it means Intel or ATI graphics goes on the wish list as well . If you can find that HP model I'll check it out , cheers Adrian .

I think they were a bit of a special HKS got Garrett to cobble together based on parts Garrett already had . The turbine is the more OEM style GT25/28 and I'm not real sure about the compressor wheels except that the major diameter is a tad smaller than usual for A GT28BB turbo . They sound real good to me because I believe they want to get going in the 3000-3500 engine speed range , the bit where most non originally GTR people feel a bit short changed in an expensive performance car . I get the feeling that people who progress from single turbo Skylines to GTR's find this tiresome when driving around town in the 2-3000 rpm range , they feel they have to buzz the things around everywhere in the 3500-4000 range so they get some squirt when they want it . If that were me and I had the chance to pull the effective power range down 500 revs I'd leap at it because its far easier to do it with bolt on turbos than say a capacity increase . I think there was a long thread here ages ago by someone who called himself (I think) WilliamsF1 that went to a lot of trouble to turn his street GTR into something more acceptable than the factory had R32's (I think his was a 32) . From memory he did head work / Poncams /GT-SS's and the results were really good as in pulled pretty hard everywhere and didn't have to rev it to do it . One would imagine that it would not be as free reving or have the very top end that say HKS GT2530's would have but for a street car who needs that ? I you want to burn off the coke tin LS V8's and XR6T's your better off with something that pulls from a bit lower down , the "innertia rush" is more pronounced and your get you jollies without exceeding the speed limit by a factor of 2 . Lets face it big capacity engines feel soooo strong because they make bulk torque at lowish revs . Where you should be able to annihilate the 2WD V8's is from standing starts because they can't get all that power to the ground so by the time you're running out of second they should be history - thats the time to back off and watch them hurtle past into the next speed trap .... A .

The "GT2560R" part number 707160-9 is the real GT-SS from what I can find . Too many people in the US quoted the same numbers as that Garrett unit from their purpose bought HKS RB26 specific GT-SS turbos to assume anything different . If you pay attention to the Garrett specs at the link I posted you'll notice that its compressor wheels major diameter is 59.4mm not 60.1mm like most GT28 BB compressor wheels . I really would like to see a pic of one of these turbos with the compressor housing removed but the only contact I had here never got around to pulling the cover and posting some pics . For mild street RB26 nuts it's a godsend that you can buy HKS spec turbos at a Garrett price off the shelf . If you throw HKS spec actuators at them I reckon thats what ya get if you order them through HKS . For a pure street std capacity early GTR they would be the pick to have better turbine response and probably a little more top end that factory dryers . A .

That BenQ sounds like quite reasonable grunt for the ask , will look into that one . I think I'll get hold of the datalogit first and maybe kick the old P3 500 in the guts with XP and see what happens . I really do want a more modern unit but if I can struggle on a bit longer with the old gear what is mid range now will be entry level in the not too distant future . Thanks everyone for the hints and tips and should have an invoice from Stuart v soon . Must be about time to skim through Paul33's FAQ , cheers A .

You wouldn't by any chance mean this one would you ? http://www.turbobygarrett.com/turbobygarre...0R_707160_9.htm Some of those RB26 specific turbos use a "T3" sized compressor housing where others are T4 sized internally . The 707160-9 (GT-SS)'s comp cover is T3 sized internally . A .

Have tried the number on his site with no success , will keep trying cheers A .

For those in Sydney and the Gong looking for E85 fuel . http://www.flexfuelkit.com.au/articles/4/1...-car/Page1.html Cheers A .

Phone not answering and PM's not returned , can anyone else contact him ? Cheers A .

What turbo ID tag numbers , pics . A .

I think I can see where this is going but I'd go with airflow potential because you can easily get buried under reams of paper crunching volumetric efficiency numbers . VE will never be the same in atmo charged and then supercharged states so I'm not sure of the value in crunching estimated VE figures . I think the formulas intended for engine airflow potential are aimed at NA or at least pre boost supercharged engines and it all changes when the pressure goes positive . I'll stay with engine and compressor airflow potential because at least the state of the air going into an NA engine or a compressor is easily measured and the compressor maps accurate enough to have an idea of the airs volume and density coming out of it . It's also the reason I think measuring airflow into a turbocharger upstream of the compressor with a Mass air Sensor is way to go , mainly because it's before its temperature and density states are altered . Personally I think there is enough data about various turbos on mechanically std RB25DET's on this site to get a bit of an idea , going for a ride in few would give the real world experience . A .

Price wise something up to 1-1.1g , this thing I'm using here ATM is a Toshiba Satelite Pro L300 which is pretty basic - missus bought it reasonably cheaply though its no power house . Will have to see whats around in the HP range . I mentioned abouve what I think is a good set of specs . BTW have pm'd Steve for payment details but yet to hear back . I refuse to move money via internet so direct deposit or express posted bank cheque is what I usually do . Cheers A .