discopotato03

Just for the record if you want GTSS performance buy the 707160-9 turbos from Garrett - they ARE GTSS turbos minus the HKS actuators . Cheers A .

A bit of feedback from J Dubya ville . http://e85vehicles.com/e85/index.php Cheers A .

If you mean Ryde in Sydney it's probably 15 minutes away - at a quiet time . I'd like to see the Dyno people try it and get the word out . Cheers A .

This is the only one I know of and it's bush bearing . http://www.turbobygarrett.comturbobygarret...71_452203_1.htm Cheers A .

I would have to check Paul but often the larger HKS spec (larger that GT28xx) twins use smaller (than 56) trim compressors like from memory HKS GT2835's for RB26's used 52T 71mm compressors , I think some 3037's were the same deal . Their GT3240 is just a cropped GT35 turbine (cropped to ~ GT32 dimensions) and the compressor was a 54T version of the GT3582R's compressor . The GTRS (GT2871R 52T) was a later addition to their line up and its 71mm GT35 compressor is 52T as well . That's why I was always keen on 3037 52T's in the past . It's not always easy to get maps for the smaller trim compressors but the usual trend is (all else being equal) as compressor trim falls turbine efficiency rises . Brett at GCG reckons all bets are off between HKS and Garrett now and their altered spec cartridges should be available - maybe special order though . Trouble is you probably won't get HKS's housings from Garrett and Garrett don't do T3 flanged turbine housings for the cropped GT30 turbine . You may be able to rat up a second hand GT2835 Pro turbine housing and buy a 52 comp trim cartridge for it . Information is scarce but there may have been a 48T version of the 2835 intended for Subaru or Toyota , I can't remember which . Anyway HKS catalogs show 48 and 52T versions of 2835s and 3037s . Cheers A .

Don't forget that the GTRS uses a HKS enhanced GT"28" turbine housing where the Pro S turbos use HKS enhanced GT "30" turbine housings . If you had the turbine housing off a T3 flanged (RB spec) GTRS and a 0.68 A/R Pro S one sided by side you could see a marked difference . Personally I suspect it's a price thing going on here GTRS vs 2835 Pro S , if the price was line ball I'd go for the 2835 every time . What would be interesting for comparison price wise would be a GTRS kit supplied with their dump pipe and all the extras to get it on an R33 GTS25T . As for SR20's , they use T28 flanged exhaust manifolds so you could fit either a 0.64 or a 0.86 A/R GT28 turbine housing to a GTRS . Neither Garrett or HKS made T3 flanged 0.86 A/R GT28 turbine housings , Garrett do the 64 and the 86 in T28 flange and HKS do the 64 in T28 and T3 flange to suit CA/SR or RB engines . A .

Yes I think that if E85 gives us the ability to run as much timing as does any good that's way to go , sort of what Mafia was doing with water/alcohol injection . I have to wonder if engines like his had 9.5 to 10:1 CR and a larger turbine housing what the result would be - provided of course there was some way to prevent detonation . I may be optimistic but it sounds like the potential is there . Can anyone remember what the GMS cars ran CR wise (9.4:1 ?) and what the fuel was - probably some witches brew . Cheers A .

180 or 200 , yes it was your input at LS Edit that I was reading . I'd certainly like to hear anything you have to say about your R33 GTS25T E85 experience . I now have a spare S1 RB25DET head to play with and I'm beginning to wonder if material could be added to it's chambers to pump the static CR to 9.5:1 - if this fuel becomes readily available . There's alwas water injection to fall back on if it doesn't eventuate . Very interesting about the 740's and 90% duty cycle , I'm not so sure 555's will be enough - anyone want to swap new for new Nismo 555's for 740's ? Cheers A .

Well it's quite popular in the US and the bald headed kangaroo often hops in the same direction . I cynically suspect Shell worked out that achieving 100 RON was cheaper and easier with ethanol blended garden variety ULP . I also think that the dreaded eco natzi can be more easily mollified with this stuff than anything else currently available . The impending Generals Alcodore means they must be taking this fuel pretty seriously . I reckon bring it on , 105/110 Ron at the servo for ~ $1.26L sounds like a godsend . Everything I've read points to this stuff producing emissions a lot less "illegal" than most/all petrol tuned cars so another ace up the sleeve . One thing that also looks positive is that the greater consumption quoted may not work out to be as bad as I thought . Me thinks that possibly enough extra timing can be screwed it to make an engine more efficient in it's use of fuel and air so you could possibly come out in front performance and cost wise . My experience with the water cooled dak dak , stop laughing Gary , on E10 is a bit more low down torque and slightly better throttle response . Fuel consumption is unchanged - 10 to the 100 . My self blended E15 is in at the moment so I'll get back on that in 7 days . If this can be had from a 282K old 2 valve/cyl dunger I think more sophisticated engines should do far better . The LS1 mob are talking about 10.5-11:1 CR turbocharged engines working well so that's food for thought . I really should have gone for 740's instead of 555's , cheers A .

Hi all , someone on that form mentions tuning an RB25DET on E85 and the owner seems pretty chuffed . From what I've read E85 is I think now available through two outlets in Sydney , one at 127 Victoria Rd Roselle and I believe another on Warringa Rd Forrestville ? I rocked up to the Roselle one yesterday and filled a couple of smallish fuel containers (17L) so I can boost the E10 that my dinosaur Subaru RX Turbo is running to E15 . If the mileage and performance stays the same I'll try mixing in a slightly greater amount to get E20 . The first thing you notice about this stuff is the smell - almost too good to pour in your tank ! A feller from Willall ? Racing I think in Adelaide is singing huge praise for this stuff having tuned later Commode door V8's to run it . He mentions that they can feed a fair bit more ignition advance with E85 and it tunes a bit like VP109 or Sunnoco 110 octane ULP . He's also tuned a few "Ricers" and they like the stuff as well . I've just finished reading through this thread http://www.ls1.com.au/forum/showthread.php?t=99917 and there are many interesting opinions floating around . The ones I wanted to know about are the fuel system ills of using E85 in a system not originally intended for it . The few snipets mentioned were injector O rings changed when installing larger squirters , people reckoned the factory 11 yr old ones looked pretty maggoty anyway so starting out with new genuine ones pre E85 was a good starting point . A few have mentioned fuel lines turning a bit gluey but again I suspect they are factory originals on 10 + yr old cars . Can we assume that standards for fuel system hoses and seals have changed to cope with ethanol blended fuels ? Lets hope we can get more E85 servos esp in Sydneys southern and western suburbs . I have a feeling that once it's more readily available and a few more cars tuned for E85 it'll really take off . Cheers A .

If the turbine housing on that HKS GT3037S is HKS as well it would almost certainly be A T2/T25/T28 (same) flanged GT30 housing because HKS had them made that way for SR20 and at times twin GTR applications . If you see twin non gated 2835's or 3037's they are generally like this . Pics of the exhaust housing will tell us for sure . When you think about it HKS had turbine housings up to the 1.12 A/R size made with the T2/25/28 flange , the only available HKS housing for their GT3240 (cropped turbine smaller comp trim GT3540R) is that flange in a 0.87 Ar housing . Pics , A .

There is a lot of miss information about inlet manifolds and in this case the std DR30 manifold is not as bad as many think . The ultimate system is individual throttlebodies and is why Nissan used them on RB26's and the GTiR spec SR20 . Still while the Japs race 9-11000 rpm drag engines the copy cats think its the way to go . A .

Ears burn . Yes the DP GT2860RS turbo and the HKS GT2530 use the same turbine so the turbine housings should be interchangeable . The GT2860Rs and 2530 are very similar cartridges , if anything the RS turbo may have a slightly more modern compressor wheel . Both are 60.1mm OD compressor wheels but the inducers are fractionally different as are their trims . From memory the 2530's compressor is 63 trim with ~ 47.7mm inducer where the 28RS is ~ 47.4mm and 62T . Double check your GT2860RS's ID tag numbers because Garrett make two very similar cartridges (CHRA) with the real disco one being 446179-66 and the GTR upgrade version being 446179-51 from turbo assembly number 707160-5 . The -51 CHRA also uses a 60.1mm 62 trim compressor but its exducer tip height is less than the -66 versions wheel . If your Disco Potato Turbo is an original unmolested one it should have had a 0.86 A/R T28 (T25 same) flanged GT28 turbine housing . Some people wuzzed out and ordered the smaller ratio T28 flanged 0.64 housing , sadly (and stupidly) HKS only had their T3 flanged GT28 turbine housing made in 0.64 A/R . I don't have my bibles with me ATM but I think the 2530's cartridge number is 446179-21 . Confirm details tomorrow , cheers A . BTW GT2860RS turbo part no is 739548-1 .

Guys your calls but real world a larger disc and a floating caliper will give better braking than a smaller diameter disk with a 4 piston caliper . The bridge section of a good floating caliper is thinner than many 4 piston calipers - and surprisingly the pistons in many Nissan Sumitomo 4 pots arent exactly big anyway . I have a pair of DR30 front struts and brakes if anyone wants them . Cheers A .

Don't forget on the XR6T type GT3540R that 0.50 A/R comp cover is a T04E family one not a T04S family cover like the 0.70 A/R one is . If you measure the adapter ring that the comp cover is clamped to it's smaller on the XR6T version than the generic Garrett version . So the smaller series cover /adapter ring will have a diffuser area designed for an ~ 76mm diameter compressor wheel . The T04S adapter ring and T04S housing have larger diameter diffuser sections and are better suited to 82mm GT40 compressor wheels . In fact a GT40 housing is what GT3540R turbos probably should be using but they are beginning to get hard to package when not in a truck engine bay . Also Garrett doesn't make a propper GT40 adapter ring and comp housing set for the basic GT25 center section BB cartridge of which the "GT3582R" turbo has the largest wheels . The larger frame BB center section like that used in the T04Z/T51R/GT4088R is externally same/similar to the large frame bush/plate bearing center section and I believe the comp housings and backplates interchange between ball or bush bearing types . The T04Z is oddball because it uses the old cast iron "60-1" style compressor housing backplate and thats how Garrett adapted the T04S comp cover to the large frame center section . The T04Z and T51/T51R versions of this center section are machined differently to the GT4088R GT4094R so they will mate up to the old plentiful To4 turbos clamp plate type turbine housings . The GT4088R and GT plan bearing turbos use four ears and bolts to hold the turbine housing in place . Those T04Z's keep cropping up don't they . GT35 turbines are really screaming out for large A/R T4 flanged turbine housings when approaching their flow limits . IMO to get the best out of any T04Z they NEED a T4 flanged turbine housing if you are going to keep exhaust flows in step with compressor airflow . The only reason "Euro T4" (what everyone calls split pulse T3) housings are common is because many dinosaur T4 turbos were hung off smallish capacity dinosaur diseasels - driving a pathetic 71mm 8/16 blade T04B compressor wheel in a T04B comp cover . Often these dog turbos used T04B O or N trim (from memory 0.69 and 0.4x trims) turbines . N O and P trim T04 turbines use the same 84.4mm OD and an N trim housing is easily machined out to suit the O or P trim turbine trims . Geoff Raicer once said that the split T3 flange size (propper name is Euro T4) starts to run out of legs exhaust flow wise at something approaching 500 Hp - regardless of the turbine within . I'm pretty sure his reason being that you can't physically fit ports large enough through the Euro T4 flange to prevent restriction and high turbine inlet pressure . For high output "GT35R's" he goes to a Turbonetic hybrid called the "F135R" in a larger than GT35 T4 flanged TS turbine housing of some sort . If he thinks he has to resort to this with an 82mm 56T compressor I'd say it' a foregone conclusion that the same is required for an 84 mm 63 trim compressor . I dont think he'd bother when the GT4088R is a better all rounder using more modern wheels than a T04Z A .

Those specs don't spell a (what I call real) GT3076R . Compressor should be 76.2mm 56T with ~ 57mm inducer , comp cover should be port shrouded T04E 0.60 A/R . Turbine should be 60mm 84T GT30 with an aprox 55mm exducer size . Check out the turbos ID tag , unit number would be 700382-12 (cartridge or CHRA number 700177-7) if its the Garrett version of the HKS GT3037 56T . Check to see if it has a genuine GT30 turbine housing as well . A .

60mm 84T turbine driving an 82mm 56T compressor , truthfully nothing you can do with housing A/R can fix the wheel miss match issue . It will work to a degree but not as well as more appropriate turbocharger would . My opinions only , cheers A .

There are a few variations on the port shrouding theme and you'll have to excuse me but there are versions that may not work so well . I think you can take it for granted that Garrett ones work though they do give off the shrill jet turbine like whine . The HKS funnel piece like they fitted to their GT3037S turbos may shut them up a bit and would be quite easy to make . The way I see it if a machinist could bore out the snout of a T04S comp cover he could probably turn up a bell mouthed insert and come up with a way of bolting or staking it in place . The critical bit is where the slot is in relation to the outer tips of the half height or splitter blades . Precission Turbo or PTE in the US seem to make a workable system and use that cover on what they call their HTA35R . ATM I'm not a big fan of the drilled covers because I think they look better than they work - to some . If you can see how HKS did their T04Z comp housings insert you'd see how it differs from merely drilling holes in a housing and slotting the inside of the snout . I just keep wondering if the simple method has problems with air entering drilled holes and making the right hand turn to exit the front of the housings snout . Also removing the burrs in this area would be interesting . Food for thought , cheers A .

No I was wrong , the 446179-30 cartridge is the old 2510 and the -31 cartridge is the GT2871R 48T . Funny actually , that SR20 spec GT-SS cartridge (60mm 60T comp , with NS111 turbine - same as 2530) may have been a good in between turbo for those wanting a little more grunt than the RB26 GT-SS but a tad less lag than GT2530's . Cheers A .

High all , still looking for compressor wheel pics from A HKS GT-SS RB26 upgrade turbocharger . For reference ID tag should say turbo pt no 707160-9 and or CHRA no 446179-65 . Also someone must have the different SR20 spec GT-SS turbo and can tell me the cartridge (CHRA) number which I suspect is 446179-30 or possibly -31 . In the case of the RB26/GTR GT-SS you can buy it off the shelf through Garrett as Pn 707160-9 . The SR20 GT-SS version would be available through Garrett though probably not with HKS's turbine housing , Garrett would most likely supply their own one . If your still on the case Beer Baron sound off , cheers A .

Life is always at a crossroads . I had a nice DR30 and I enjoyed it at the time but tastes and technology march on . One train of though may be that you've had yours and enjoyed it and maybe it's time to move on a let someone else have the experience . It's always nice to see a fav car go to a good home and with care it will still be out there . A . PS run the Evo idea past she who must be obeyed because they are expensive toys too .

No the first place you could ask is me . Which FJ20 inlet manifold do you want as there are two DR30 variations and the S12 Gazell type . The one I used in the Bluebird I had 4 cars ago was the slightly larger plenum volume early version . I removed the external EGR log from the lower side of the runners and the throttlebody flange was removed and welded back on at a better angle for the old birds intercooler plumbing . I have all three and their native fuel rails and FPR's from memory so drop us a PM and make an offer . In Syd , cheers A . BTW still have all sorts of FJ20 odds and endz looking for new homes ie Gazell engine mount brackets (v hard to find nowdays) Gazelle thermo housing , loom, Gazelle turbo exhaust manifold and cast dump pipe (no fire wall mods) and these dumps have the waste gate integrated unlike the DR30's extra flapper plate and small bore bolt on elbow , intercooled DR30 ECU , odds and endz .

Can get back on the details if you like but from memory a T04R is simply a T04 "P" trim turbine driving the BCI-8D compressor that the T04Z turbo uses . T51's use the same ball or bush bearing center sections as the T04R/T04Z's but the turbine is larger again - vaguely similar dimensions as a GT42 turbine but older "T" series wheel tech . That's a lot of turbo for a hydraulic valve trained RB25 especially if it has std pistons and single throttle inlet manifold . IMO if you had to have one the ball bearing T04Z would be the durable solution (turbo wise) but I think its too much for an RB25 . Arguably a GT3076R or GT3582R is a bit more in proportion with what can be reasonably expected from the RB25 top end and 2.5 liters . Maybe if you were prepared to fit a 26 head and inlet ... Cheers A .

Yes very interesting . Has anyone ever set up crank pulley and flywheel position sensors to see how much variation there is along the length of the crankshaft at various engine speeds and power loads ? Cheers A .

I think it's a sorry state of affairs that the software situation is as it currently is . IMO it can be all singing all dancing but if people can't talk to the thing it's useless . If two firms only have the ability to talk to the F Con then it probably a foregone conclusing that they're going to charge a fortune to do anything with it . When you can buy a product and get Datalogit software to talk to it I think it's a better deal that one with lots of features virtually no one can get at . Functionality and ease of use is everything IMO , cheers A .