discopotato03

My path would be R33 GTR pump , 555's and if necessary the Nismo FPR - assumes you have a tunable computer which in my case is a PFC . Throw in a Z32 MAF sensor and go tune . A .

The real different is that HKS T51R KAi and SPL turbos use Garretts old T51 series Turbine in 76 trim , the Garrett marketed GT4294R and GT4202R use Garretts GT42 UHP turbine in 84 trim which is a more modern design . Don't forget that most of the HKS spec Garrett turbo line has been around for a while now and sometimes use older T series compressors and turbines . Aside from T51's you have T04Z's with T series compressor and turbine so they aren't always cutting edge technology by todays standards . This doesn't means they're old dungers because often their custom housings make the best use of older tech wheels . As was mentioned one of the GT42R's is going to be cheaper and at least stay with a variation of the T4/T45 footprint , the point is if you trash it and need to replace it the zeros will be less and the parts easier to get . IMO you're looking at big turbos for an RB2530 so I hope you have deep pockets for the engine driveline etc . Cheers A .

Whats the damage for the rear calipers ? Cheers A .

Hi all , I need to know if Z32 300ZX twin piston rear brake calipers are the same as R32 GTST and R33 GTS25T . If so what sort of money can they be bought for . Cheers A .

Try this link . http://www.skylinesaustralia.com/forums/to...+inlet+manifold . Hope it works , cheers A .

Daniel IMO the propper Garrett GT35 1.06 A/R turbine housing on a GT3582R is the end of the road for the "T3" exhaust manifold flange . Gary used to say that a properly tuned twin cam RB30 would pull up at ~ 32-3300 revs if everything else was about right . I've never driven or been in a TC RB30 powered car buy everyone that has says they are not lacking torque down low and you'd think especially if the CR was not too low or the cars gearing too short . I think Brett at GCG in Sydney can supply those housings , give him a bell . Cheers A .

Hi all , tried all the ign off/on and pressing the door light switch and nothing fixes it . The only other thing I can do is remove the battery and power down the car overnight , someone here mentioned that the airbag system has capacitors which store current but it will leak away if the battery is disconnected for a reasonable length of time . Also a mechanic friend said stick a Century battery in it because they seem to give less grief than a lot of batteries around nowdays . If anyone can add anything different on how to reset this mongrell hand bag light on a PFC equipt S2 33 GTS25T I'm all ears . Cheers A .

Not really sure what you mean by "tuned length" . Geoff works off pressure drop through each runner not length which is the proper way to go about it . Neither the engine or the turbo care about equal length but with manifold pressure its a different story . Your call , search around the web about FullRaces exhaust manifolds . The usual dilemma is can you afford them or not , not do they work or not . If it were me and the cost wasn't an issue I know what I'd do . A .

I haven't seen an Australian MSTS for E85 or any ethanol blend yet but found a link to what looks like US standards . You can't guarantee that ours are (or will be the same) because what Manildra Group supply and United use for ULP could be different . Anyhow and interesting read with some handy info on what to do if you sit in this stuff or overdo your BBQ with it ... http://www.e85fuel.com/pdf/storing-handling-e85.pdf I would very much like to know more about the strainer device that Gary (SK) mentioned , I think it was in relation to what Methanol racers used to try to keep the water content to an absolute minimum . Cheers A . PS RB25's comp cover on a GT3076R won't cut it .

Can you reset the SRS airbag light prob on an S2 R33 GTS25T with a PFC ? Cheers A .

Still no joy here , is there a Nissan dealership (or anyone) in Sydney who has diagnostic equipment to interrogate and diagnose or reset this prick of a thing ? Cheers A .

Interesting thing this up to and around 290-300 Kw . Obviously the RB25 factory exhaust manifold will only go so far flow wise and I suppose HKS intended those Pro S turbos to live within its capabilities . Personally I think a GT3037/GT3076R 56T has more in it than 320 Kw but like most turbos it needs large A/R turbine housings to run it to its limit . Cubes I would be very tempted to beg/borrow/steal a 1.06 A/R IW turbine housing because I think your 3 liter would be more free reving and with more advanced timing should gain in most areas except the very bottom end where it shouldn't be lacking anyway , what low WOT torque it lost may mean less traction loss at the same time in a RWD car . Once you reduce the turbine inlet pressure you shouldn't have the IW issues because its the pressure and velocity that goes against integral waste gates , pressure wanting to force the gate open and high velocity meaning the gas not wanting to make the sharp right hander and flow out through the gates hole . Not my money I know but food for thought , cheers A . BTW I'll be trying for as close to 9.5 static CR and Pon Cams in my 33 25 because this has not been tried and I think pump fuels and turbos can nowdays cope with it .

I'd be looking around for one of the HKS cast low mount manifolds for an RB25 - or an RB25 head anyway . One thing that would be interesting to know is if the Pro S bits all fit and work with the HKS low cast manifold . From memory this manifold mounts the turbo a little further away from the engine and angles the compressor a little more towards the NS headlight . If anyone has one of the Pro S turbos on the low cast manifold I'd like to see pics of the dump pipe to see how it clears everything . Cheers A .

Arguably mild cams such as Tomi Pon Cams would allow you to get the most of what you already have and be a next possibly affordable step along the way . There probably comes a time when trying to force as much gas into/out of a std head with std cams become self defeating . Its the mid range torque/rush I'd be chasing rather than a max Kw figure . Just my thoughts , cheers A .

I've just tried again and no go I'm afraid . I figure I can't get back to it until tomorrow so I've disconnected battery power at the relay box (OS engine bay with the large red + on it) . BTW this has a keypad immobilizer in it that cuts engine control power so interior lighs headlights etc work . Cheers A .

Hi all , mine is a turbo car but it's not a turbo related problem . I basically have a flashing airbag dash light after a very nearly flat battery start . I've tried this door shut ign on open door and push interior light switch lark but it doesn't work . If I attempt a power reset will my PFC revert to default settings ? Does Nissan have a proceedure for resetting body modules or whatever ? Fed up with flashing red light , cheers A .

Trident I had a feeling the HKS cast manifolds port sizing would be the limiting factor . HKS would have known that and gone straight to the real T4 flange/port dimensions on the RB26 spec single turbo split pulse low mount manifold . The one I looked at certainly looked like it meant business anyway . A while back FullRace Geoff did mention a power figure at which the T4 Euro split port flange size (commonly known as "split T3") becomes a restriction . The ports through this smaller flange can only be made so big and eventually with enough exhaust flow becomes limiting - regardless of what A/R housing or turbo is bolted to it . Don't forget that most Garrett T4 (Euro or the larger "T4 International" type) housings are made for Diseasils which have lower EGT's and are usually low reving things . Garrett only went as far as the GT3582R and the "T3" footprint , their marketed version of the T04Z (same cartridge as HKS units) can arguably use split Euro or split International T4 flanged housings but really they are intended for diesels . The T04Z cartridge is a modified P trim/60-1 cartridge - uses the BCI-8D (T04R) compressor wheel . Note HKS used a split T4 International flanged turbine housing that merges into one volute passage . I think a GT3582R in its largest A/R turbine housing (1.06) should be able to go to the limit of that HKS RB20/25 cast manifold . A .

This car has an Apexi PFC in it if that makes any difference . Cheers A .

If you mean the HKS low mount cast split pulse manifold with the external gate mount on top there are interesting possibilities . If you look at the turbo mounting "pad" you'll see that it's big enough for the full sized T04/TA45 foot print , HKS used the smaller split T3 (correctly speaking T4 Euro) stud pattern and twin outlets . I used to have pics of one of these manifolds redrilled/tapped and ported for the large T4 type turbine housing footprint . Your call but I would be wary of using huge turbos on RB25's, would work better on a 25/30 but not really a race type valve train . HKS also did one for RB26 heads and they were big T4 flanged and intended for a bigish dinosaur TA45S . The modern equal turbo wise would probably be a GT4088R . A .

Yes I did search and no the close door ignition on and open door push switch 7 times didn't work . Cheers A .

Had this start today after a just able to start almost flat battery . Turned key crank crank rattle rattle of starter solenoid . Try again and it fires up . After a few seconds air bag light started to flash and does so all the time it is running . What's to look into first , fuses ? Cheers A .

The 4" inlet ones have the ported shroud , the 2.75" ones are normal T04E 0.60 A/R . A .

Interesting Gary , the only inbetween (3071R and 3076R) that I can think of is the 52 compressor trim version of Garretts real GT3076R/GT3037 . Brett at GCG reckons he can supply the real GT3076R in 52 comp trim and it uses the same port shrouded comp cover as the usual 56 comp trim GT3076R . I have not see the ones he has but he did say (before they arrived) that he was goung to put the IW GT30 turbine housings on them . Just for the record the 52T 3076R should have the cartridge number 700177-6 , 56T is -7 . Back in a sec . Just had to check the turbo assembly numbers for Garrett/HKS , Garrett GT3076R 56T - 700382-12 , HKS GT3037 56T - 700382-11 , HKS GT3037S 52T - 10 . A .

Injectors though seemingly expensive are a must have , really should be next after the exhaust and computer much past the abilities of the std turbo . I'd also think seriously about a fuel pump such as a good used 33 GTR one that falls in . If your std pump is a bit tired it is danger to you engine if it dies at the wrong moment . My vote to pump and injectors and Z32 AFM if not MAP sensed . A .

Skylinecouple my experience with the smaller GT2860RS on the old FJ20ET was pretty good , what I liked about it was the way it made positive pressure at quite low engine revs . The term I've used is the "windmill" effect where there is not a great deal of positive inlet manifold pressure but it makes for good low down easy lazy drivable torque . I'd reckon the positive but low manifold pressure would allow the engine to run closer to best mean torque ignition timing , especially since the exhaust manifold pressure should be low as well . Methinks that with good tuning and reasonable pump fuel the consumption figures should look pretty good too . The trade off was always going to be the compressors ability to have enough pumping capacity to maintain higher boost pressure at higher engine revs . To me having lots of mid range punch is what road cars are about because I believe thats what works with production gearbox ratios . As I said turbos biased a bit more towards the turbine side are not going to be top end screamers , not enough compressor to do that . The trade off is (sounds like with the 0.82 A/R 3071R on RB25DET) the lower end and what happens down there at less than wide open throttle . I guess once you throw ported heads and mild cams into the equation it should make more torque everywhere . I think torque numbers are more interestiing than boost numbers so maybe need to see a dyno printout of this combination of parts . Cheers A .