discopotato03

It can be hard to get to talk to Brett Lloyd of GCG but there's not alot going on in the Garrett performance turbo world he doesn't have access to . BTW the 7 year HKS/Garrett exclusivity tie up is long over so basically if Garrett make the parts he can supply if available ex Garrett Japan . IMO the Garrett marketed GT3040 (GT3082R) is a dog , that's not to say it won't work it's just that you can do better . The GT3540R (GT3582R) has a larger turbine that's better suited to driving that compressor wheel . Again IMO if you must use a GT3040/GT3082R get the HKS spec one because its compressor is an 82mm 50T rather than an 82mm 56T and more within the capabilities of the GT30 turbine . Comp housing wise the HKS spec 50T version uses a garden variety T04S 0.70 A/R one so nothing special on the cold side . Gotta run , cheers A .

Hi Roy , T3 flanged GTSS is a new one on me but there's no physical reason why it couldn't be done . Just so people know the RB26 and SR20 style HKS GTSS turbos are different . Housings are different because RB26 style housings are unique to that application . The two turbines are different GT28's , RB type 11 bladed 62T version , SR version 9 bladed 76T one . Different compressors , RB26 type is a bit of a special 59.6mm 56T , SR type generic 60.1mm 60T GT type . HKS do T3 flanged GT28BB turbine housings for GT2530's and these would bolt up to an SR type GTSS turbo . They used this same housing and turbine on RB20/25 specific GT2335/2540/GTRS as well . The old 2510 is just a 2530 with the 11 blade 62T turbine substituted , same compressor wheel . The SR type GTSS uses the better 76T turbine with a smaller trim comp (60T vs 63T) so its slighty more biased towards the hot side than a 2510 . IMO less exhaust manifold pressure and more ignition advance = better result . Cheers A . Still looking for SR20 type GTSS cartridge (CHRA) number . Dont think anyone knows ... Also when I asked Gary about his GCG Hi Flow for the RB20 I think I remember him saying it used an RB20 rather than an RB25 turbine housing - that would make a difference in response .

For a one out one in the GCG Hi Flow is hard to beat and a known quantity . So many people try bush bearing hybrids and by the time its acted up and been removed and repaired they haven't spent any less money . Currently waiting to see the results of one on a fresh 25 with headwork/poncams/VG30 housing and GReady copy inlet manifold . Should be very impressive , cheers A .

1400R what do you call a bargain and what is the exhaust housing ratio 68 or 87. A .

There is an RB26 variant but both wheels and housings are different . The one I'm talking about is a T25/28 flanged SR20 upgrade turbocharger , basically a 2530 with a 60 rather than 63 trim compressor wheel . Cheers A .

Shoot me I'm guilty for not reading the links , if I've got this right you mean having a single outlet manifold and a twin entry turbine housing with a means of blocking off one half . Corky has a picture of something of that nature in maximum boost . Personally I reckon once you have 3 litres to fight with there's no excuse for not making some serious grunt before a turbo starts to wind up . Don't forget a 2JZ is a dedicated 3L 24V DOHC 6 so I imagine to porting/valve area should be better suited to the capacity than say an RB25 or 26 head on an RB30 . With the fuels and controls around today - plus good manifolds/cams/turbos you should be able to excite some pretty big turbos on that engine . Burning fuels with good anti detonation properties and running lots of advance everywhere should make a 3L 6 pull like a big block at not real big revs . Maybe burn E85 and mist it up with water methanol injection , 9.5 CR 30 lbs of boost and 30 degrees of timing . Same old same old , contact Geoff Raicer at FullRace because he's developed systems for that car /engine . Not cheap but huge power rarely is . Dunno what you do for traction in a 2WD Supra , cheers A .

Hi all , tried the local silvia board but no response . Does anyone have the CHRA or any ID tag details of an SR20DET spec HKS GTSS turbo please . It sort of a light tune thing - basically a bit like a GT2860RS but with a 60T rather than 62T 60mm compressor and the Nissan/Garrett SR stlyle 0.60 A/R comp cover (2 bolt inlet + 3 bolt outlet) . Cheers and thanks , A . 446179-xx .

In my narrow minded opinion sequential turbos are an overly complex (and expensive) way of getting the job done . The big PITA is having valves open to allow exhaust gas to spin the secondary turbo up and others to not allow pressurised air to back flow through the secondary turbos comp housing till its up to speed . Subaru tried it - B4 , Mazda series something RX7 , Toyota I think on some 2JZ ? turbo engines ? I think it was a fad and marketing thing - hey everyone two turbos - twice the fun .... Thing is a small primary turbo boosts at lowish revs and promises high turbine inlet pressure - at lowish revs . IMO either a single twin scroll or parallel twins is a better sollution , far less complex and you gain from the pulse separation either way . Subaru (some JDM STi/Legacy) Mazda (I think S4 RX7) and Mitsubishi (Evo 4-9 and possibly 10) Toyota (some GT4's) have used twin scroll singles with twin integral waste gate flat valves , simpler/cheaper more seamless . For some strange reason their torque figures in ft/lbs are similar to their Hp numbers and they make a lot of torque in the low to mid range ..... Must be a fluke , A .

It all points that way , I reckon if I had an RB26 and wanted GTSS performance at a Garrett price I'd be asking for a pair of 707160-9's . People say that HKS actuators can be bought for them as well . Cheers A .

Hi all , I was sniffing around some online compressor maps and came across an interesting thing . I've seen people here speak about the Garrett marketed equal as the 707160-7 turbo which is a replacement RB26 turbocharger but I reckon its not the same cartridge (CHRA) as the one HKS speced for their marketed GTSS turbo . The CHRA used in that 707160-7 is the 446179-54 , I believe the real GTSS CHRA is the 446179-65 and the good oil is that Garrett also sell it as turbo number 707160-9 ! I'll post the links so you can see the two compressor maps and compare . Also take a look at the dimensions of the two compressor wheels because they are not as different as the comp maps would suggest . At a glance the two turbos look (I think) identical because they appear to use the same housings in the same A/R ratios . At Freshalloy.com someone has a thread asking about his genuine GTSS turbos because it seems these turbos don't have "HKS" cast into either housing , the actuators seem to have HKS stencilled on them . That feller quoted 707160-9 on his SS's ID tags which is a bit interesting isn't it ? Link to turbo "GT2860R" 707160-7 with CHRA 446179-54 . Link to turbo "GT2560R" 707160-9 with CHRA 446179-65 http://www.turbobygarrett.com/turbobygarre...0R_707160_7.htm http://www.turbobygarrett.com/turbobygarre...0R_707160_9.htm I really wanna see those real GTSS comp wheels NOW please ! Interesting times , cheers Adrian .

Go for a drive in a decent Evolution 6/6.5 , slightly smaller lighter and nimbler that the 7 . 7's had all sorts of issues with ACD programming and were the first of the larger (now last gen) body style . In it's own way the 6's are a classic having left their mark on the international rally scene in their day which was ~ 99 2000 from memory . Be careful here , once you've had all wheel drive it's difficult to go away from it . I put an AWD gearbox in my old Subie RX Turbo and the difference is quite noticable . A . Trust me , there is life after FJ20 turbo engines .

I think the factory twin system makes it a bit easier to obtain parts that can be made to work properly , may not necessarily be cheap or simple but very workable . As has been flogged to death the single TS system can work really well but you HAVE to have a suitable manifold/gate/hairdryer and these are expensive - maybe 7.5 G's worth plus . For real power IMO the head has to come off to be reworked and better than factory cams tossed in . Its no us having 700+ hp turbos on a 500 Hp head and claiming "its the turbo wots f*kt" . I also think different people see different things in the engines power delivery , somewhere between the almighty rush and a Kw figure lies one theory and the datta dobber method the other ... A . Also BTW the larger 60mm version of that NS111 turbine (in 73 or 76 trim) is what many of the WRC terrors were using in the not too distant past . It helped the teams make something like 650 Nm of torque from a 2L four that was changed up at 5500 odd rpm and breathed through a (I think) 32mm restrictor . The compressors were (again from memory) ~ 69 or 76mm and 5/10 bladed . You could look at them as competition versions of the GT3071R/GT3076R .

Any progress here . Cheers A .

Purely speculating (and in my own opinion) I'm not so sure that the polar moment of innertia between a GT35 turbine or a pair of GT28 NS111's makes a whole lot of difference . Where I think the real world differences are is (IMO) the short 3 branch exhaust manifolds (less volume to fill/less heat loss) and that a GT2530R cartridges wheels are a more even match than a GT3582R . I tend to think their integral waste gates stand a better chance of controlling ratating group speed because the compressor and it flow capacity matches fairly closely the performance of teir turbine/housing size . You can say here we go again all you like but you cannot escape the fact that parallel twins or properly set up TS singles will reduce turbine inlet pressure in relation to compressor flow with similar or better response - if they're speced properly . I'd say in this case the extra complexity of two turbochargers pays off over the effort to develop a really flying manifold / gate system for a TS single . The turbines styles are very different animals too , the GT28 NS111's are the small version of a race turbine so are very light and have less (9) blades and more open ones . Their trim at 76 is probably more appropriate than a GT35's 84 trim size . BTW GT30 and GT35 UHP turbines have 10 blades and a larger heavier hub . Cheers A .

Out of curiosity how does the 0.87 3037 Pro go at around town speeds and maybe a slight prod of the right hoof ? Just as a refresh is this engine std mechanically or cams and head work ? Cheers and thanks , A .

Yes Beer Baron that would be much appreciated . I've been reading up on small/medium sized Garrett GT25/28 based turbos because I need something smallish for my daily dinosaur Subaru Leonie RX Turbos engine . I looked through the maps on the turbobygarrett site and it looks to me like the 707160-9 turbo is exactly the same as the HKS GT-SS GTR turbo - except possibly the waste gate actuator . Could you possibly confirm for me that the GTR GT-SS turbos ID no's are 707160-9 and or CHRA no 446179-65 . Also interestingly the compressor wheel OD is slightly different (59.4mm 56T) to many BB GT25/28 based turbos that usually have 60.1mm OD 60/62/63 trim wheels . It makes me wonder if it was a special cooked up by Garrett at HKS's request . I'm also going to talk to Brett at GCG to see if its practical to fit the lighter/larger trim GT28 NS111 turbine to this cartridge and use the more common SR type GT28BB turbine housing . These housings are a little wider at the inlet than GTR ones and the mounting holes are plain rather than threaded for RB26 apps . I dont suppose I could talk you into showing us a pic of the compressor wheel with the housing removed ? Cheers and thanks , Adrian .

Hi all , does anyone have pics of the turbine side of an RB26 type HKS GT-SS turbo - or the Garrett GT2560R 707160-9 which is suppoed to be exactly the same thing ? I'm just trying to find out if their turbines are the usual base model Garrett GT25 BB turbine style - 11 bladed and the fronts of the blades lead forward - you'll know what I mean if you've seen them . The Garrett maps of these turbos (CHRA no 446179-65) look pretty good BTW . Cheers and thanks , Adrian .

I'm not up with what he's doing ATM but he did try the hard to get the "Tractor" TS turbine housing but it's a screwy T4 flanged casting with T3 sized inlets in it . I think it's ratio was 1.06 A/R but its based on a dinosaur T3 turbine (no kidding VL T3 type) so lots has to be machined out to get a 68mm GT35 turbine into it . I think he did test one but the ports were really too small for a 35R . The one he used to like a while back was a Turbonetic thing called F1-35R . From the pics it looked like a large frame Garrett ? center section with no water cooling and whatever Turbonetic calls an F1 35 turbine . I'm not sure if the ball bearing pack is Garrett or some Turbonetic ceramic (caged) bearing system . Garrett is really letting us down by not developing TS turbine housings for the petrol spec BB GT30 and 35 based turbos . Twin integral gates ones like IHI and Mitsubishi do would make life really easy for us but they must not think there is much of a market for them . Cheers A .

I thought I'd read through this whole thread , backwards as it turns out , to see the original spec sheet . I'm reasonably sure that the "T3" flanged twin entry turbine housing is a modified GT32 casting which you can see at the turbobygarrett site under GT32 . Geoff Raicer (FR) has mucked around with a few TS housings on GT3582R's and that one sort of works (sort of) ok on the 35R but he thinks and I agree that it's a bit small for the compressors capacity . Don't quote me but I think I remember reading that he thought that GT32 0.78 A/R TS turbine housing became a bit flow challenged at figures approaching ~ 500 Hp . Now it depends on your vews of the TS system but he thinks that when changing from single to twin entry turbine housings the best idea is to go up on A/R size to benefit from lower turbine inlet pressure for about the same or better turbine response . The modified GT32 housing has been used on GT3071R's and GT3076R's with some success and this may be because the exhause flow capacity is more in step with those compressor wheels airflow capacity , 440-540+ Hp . I've often wonderd how a set up like yours would go with a GT3076R substituted for the GT3582R but you don't tend to see 3076R's as singles on RB26's . Back to the TS GT3582R , in the US some have fitted modified "T3" flanged TS T04 turbine housings though some think the ports through the "T3" sized flanges are not big enough for the sort of exhaust flow a 3582R can generate on a well set up engine . Garrett were supposedly going to do a TS T3 flanged turbine housing in I think 1.06 A/R for these turbos this year but nothing on the shelves yet that I know of . Best of luck with it , cheers A .

Best to remove the existing compressor cover and measure the comp wheel . If it's the same wheel it should bolt up . The Term T25 and T28 (and GT25 and GT28) are a bit confusing . A classic example is the term "GT2530" . In todays speak it would be called a GT2830 because thats what the turbines family is known as . There really is no such thing as a "T25"/"T28'/"GT25'/"GT28" compressor wheel . There are 54 and approx 60mm OD compressors used on those turbines and even 71 and 76mm compressors used on the higher performaqnce GT28 turbine variant - 53.8mm NS111 . If you can give me the ID tag numbers of your existing turbo I may be able to cross reference which compressor wheel it has to give you an idea whats what . Cheers A .

With T04Z's it's all in the housings , and yes they do make a difference . Those cartridges are all made by Garrett Japan . A .

Ah well I guess we're back to limiting combustion temperature to have a handle on the NO pumped out . I wonder if some smart cookie can come up with some sort of catalyst or fuel additive to get around it . Cheers A . Be nice to have a fuel that doesn't know how to knock and is Dolphin friendly too .

I was talking to someone last night about burning ethanol and emissions and one thing we can't escape is the nitrogen in the air we breathe . High combustion temps tend to lead to NO or oxides of nitrogen emissions (don't confuse this with Nitrous Oxide or N20) and also Nitric Acid which I think is HN03 , not quite as corrosive as Sulphuric Acid but no far behind . It's the free nitrogen in the atmosphere that's gonna cause problems with whatever we burn in our engines . I'd still like to know how Weber Marelli managed to make (in theory) an engine management system that could supposedly run any ratio of petrol ethanol blend and not suffer any engine damage . A .

I reserve judgement on the damage done to this rock and its atmosphere by tapping and burning petroleum fuels . Also it's about time we stopped being walked all over by the oil producing countries a long way away across the worlds shipping lanes . Make it here , sell it here , burn it here . As for lube oils any excuse to push synthetic products is all good IMO . I think that getting used to alcohols different AFR numbers may take a bit of time just like anything we're unaccustom to . I really like the sound of the higher ethanol blends detonation resistance , usually it's difficult to run best mean torque timing because of detonation . Maybe finally we could run higher static CR's on forced induced engines and fire the mixture when the pressure wave will do the most good torque wise . One would think that if ethanol has a lower boiling point than petrol it would have a better cooling action as it turns from a mist to a gas in the inlet tract . Does anyone know much about the conversion kits that allow production engines to burn E85 or similar properly ? Cheers , A .

Ah actually Nismoid yes it is , in Sydney I believe its at a United servo on Victoria rd - maybe Ultimo ? I think part of what's brought it on is that Saab ? and one other mobs is starting to sell cars that can run it so they need fodder for them . Anyway they've decided to sell it through one location I think in Syd/Melb/Adelaide to gauge the publics reaction to it . It was in the media last week with a bit of fan fare because some people are prepared to risk engine "issues" to pay 40c less a litre than the usual cheapest grade "power kerosene" . Metho is a bit different and from memory it's full name is methyl alcohol . Yes I realise more ethanol has to be burnt to get the same heat output as petroleum fuels but the other benefits I find most interesting . Ethanol not being a carbon based fuel probably means almost none of the emission nazis nastys to complain about and I suppose not having carbon buildup in an engine is not a bad thing . I guess you have to wonder if valve seats and valve stem/guides are going to suffer in any way . Also alcohol not being a solvent may not have the same bore washing tendancy of over rich petrol fuel mixtures . Rev head issues aside I don't think we have quite the same problems with food and sugar here in Australia thay they have in some less fortunate places . My guess is that the sugar cane industry here would like the opportunity to be able to produce in volume that which can be made into ethanol alcohol . Possibly the wages earnt would help local economies here - create jobs etc etc . Personally I think Aussies probably eat too much sugar but thats only my selfish 7-10 kg overweight point of view . The stuff you breathe in sinn city is not good on a still day so less of that can't be bad . A bit less reliance on imported crude oil/fuels could have some positive benefits on the world stage . The thing to watch is the overall establishment and how they may choose to tax ethanol if it takes off . I'm cynical and its debatable whether they'd let slip the opprtunity to maintain fuel tax revenues . If I get the chance later I'll ask on some of the American boards what they think of E85 , I seem to remember it being mentioned on one ov the Evo ones there . Cheers A .