discopotato03

Mafia often what happens is people fit larger heavier turbochargers and remove the factory turbo's bracing . I don't honestly have a clue where Nissan supported the std turbo on an RB25 but on FJ20's at least there was some interface I think between the bottom of their std cast dump and I think the gearboxes bell housing . It needs to provide support in the vertical plane but allow backwards and forwards movement if the dump off the turbine housing is tubular - for lengthwise expansion and contraction . A while back Sydneykid posted about the lengths GMS had to go to to support the race GTR's twin turbos . Corky Bell also mentions that turbo exhaust manifolds lead a hard life and one thing they have to be good at is supporting the considerable weight of a turbocharger when they are red hot . Most manufacturers fit a brace and they don't fit anything they don't absolutely have to . Also while I'm here I have heard stories about exhaust manifolds cracking on RB25's , it only seems to happen if the exhaust is not properly "hung" under the car and or it is too rigid . A big bore exhaust can put lots of leverage into a turbo and manifold , it can also ring like a bell and feed lots of resonant vibration into the cabin area and your brain . Imo using the factory exhaust hangers or equivalent and maybe some sort of "soft joint" takes considerable leverage and drone potential out of drain pipe exhausts . Cheers A .

If it were my car and mainly for road I'd go with the integral (internal if you like) waste gate in a GT30 turbine housing . Arguably you can seal up an internal but you cant "open up" a non gated turbine housing . The power potential of these integral gate GT30 housings is good , ask Mafia and Cubes what they've achieved with these housings on GT3076R's which use the same identical turbine as the real GT3071R . Some other advantages of the IW type are simplicity to fit to an externally std RB25DET and that you have a better chance of hiding it from the constabulary - well more than a high mount external gate one anyway . I don't have any results from anyone using a 0.63 A/R IW GT3071R (the real one) on an RB25DET , again if it was me I'd use the smallest or 0.63 A/R GT30 IW housing . Don't be spooked by my term "smallest" , compared to say a 0.64 AR housing from an RB specific 2530 (T3 flanged) or the BB VG30 housing the 0.63 GT30 housing is NOT small . These A/R numbers mean squat unless you are comparing different ratios in ONE family of housings to suit ONE family of turbines . In other words say a 0.86 A/R GT28 housing would be smaller internally that a 0.82 A/R GT30 housing even though the A/R number is higher . Last word . IF you really want the REAL Garrett GT3071R the cartridge number MUST READ 700177-23 . If it reads 700177-3 or - any other number then its not the right one in my book . For reference go to the turbobygarrett website and look under products/turbos and its the GT30 at the top of their list . MUST read 700177-23 . http://www.turbobygarrett.com/turbobygarre...T30/GT3071R.htm A .

Your calls but honestly the 6/12 bladed T04B compressors or even possibly 16/18/20G late IHI compressors . I have not seen one in the flesh but there is a newer IHI type turbine in the Trust catalog called TD06HSL2 , its a bit more like a Garrett GT design and if available in the normal rotational direction and suits the Hitachi diametre wise could be good . This turbine in reverse rotation form is supposed to be a ball tearer and in the Evo Green 20G (20G-LT) on Mitsy 4G63t's . They are (LOL) a factory integral gate twin scroll turbo and the crazy yanks are screwing 450 GG's out of them at high boost on good fuel . Note Precision Turbo US is using their unique 5/10 blade 20G reverse compressor wheel in it Attention Roy , if your still into TD05/06 turbos GT Pumps here in Australia have those T06HSL2 turbines . They are smaller lighter less blades and higher flowing than the garden variety TD06H turbine so if interested in RB20 turbos worth a call . Pics Top is TD06HSL2 turbine , lower LHS in FP's 5/10 blade compressor , RHS is the 60mm NS111 turbine (TR30R turbo) that the #@*+'s at Garrett wont gives us - yet . Cheers A .

I was wondering if that was the case - Nissan RB or VG turbine housing . I guess people do this because its a cheap convienent way to bolt the turbo to the manifold and dump pipe . The Nissan housings are more compact than GT30 ones and the mounting flanges neck if you like is shorter so the whole cartridge or centre section moves closer to the exhaust manifold . Its your calls but the "convienent" RB/VG housing won't allow the GT30 turbine to work as well as it should . I see this happen here all the time , in the US they use their Ford style T3 housings on them - known over there as a 5 bolt T3 . If it was that easy and worked Garrett would not have bothered to spend the millions on developing GTxx turbine housings . The problems as I see them are that the turbine and housing are no longer a matching set , dimensional issues like the spacer one , the petrol spec GT housings are made of high temp material so you don't usually get cracking issues . Also the waste gate and turbine outlet . The 30 series housings are designed to bypass the exhaust gasses around a 30 series turbine where the RB/VG one's are not . The outlet side of a 30 series IW housing can cope far better with the sort of gas flow a 30 series turbine is intended to work with . Personally I cant see the point of having a non native 300+ Kw turbine in a housing like the VG30 that was designed around a small turbine and ~ 210 kw . One last point - definitely check the turbos ID tag if it has that hybrid 0.71 A/R turbine housing because I've seen a few of those getting around with the cropped turbine and the 56 trim compressor . The cropped version is turbo number 700382-3 and cartridge number 700177-3 . The real (non junior burgered) cartridge is 700177-"23" . Cheers A .

My vote to the SK Whitline/Bilstein kit , try to get a ride in an R33 with it fitted . Sold . Cheers A .

Wouldn't it be easier to just take it back to whoever sold it to you and say exchange this for a normal GT3582R in whatever sized turbine housing you like ? Personally I think you are better off buying something that's closest to the final form you want to run it in , no stuffing around with housings then . If this is a road car I would still consider the 0.82 A/R turbine housing size . If it was an all out race only car with a close ratio box slicks etc then yes a 1.06 for sure . I think an RB25 headed RB30 will have porting and valve train limitations so its worth considering how far up the rev range the turbo comes on line , in other words if it has a lower redline than a 2630 then the higher up it starts the narrower the power range becomes . Your calls , cheers A .

Turbine housing will have 0.63 or 0.82 or 1.06 if its a real Garrett GT30 one . The outlet side of the exhaust housing will measure a little over 55mm if it has the full sized GT30 turbine in it . ID tag on the turbo should have 700177-23 on it . If you can post a pic of the exhaust outlet of your turbo that will tell us the story . Cheers A .

What I call the real Garrett GT3071R . Turbine is 60mm OD GT30 in 84 trim . Compressor is 71.1mm 56 trim GT 35 series . Turbine housing SHOULD be a Garrett GT30 T3 flanged one in 0.63 or 0.82 0r 1.06 A/R ratio . Int or ext gate available . Compressor housing is generally a T04E series in 0.50 A/R ratio . Can be 4" or 2.75" inlet boss . I'm not sure that the larger bell mouthed type makes a significant difference and IMO its more about what sized plumbing you want to run between the filter/AFM and the comp housing . Part no's : Cartridge number MUST be 700177-23 , anything different will not be the same wheel combination . I don't think there is a complete unit part number as Garrett intended people to buy the cartridge and fit optional compressor and turbine housing kits . Out of time ATM back later , cheers A .

If you look closely at a turbo with a port shrouded comp cover you'll notice the lower set of blade tips is just behind the slot in the covers nose or snout . It was explained to me that higher set of blades tips sweep over the slot and so these outer blades don't draw air as well if the pressure difference is significant between the front of the inner and outer set of blades . I have seen instances where turbos such as GT3082R's (AKA GT3040R's) which are a bit of a mis match have been made to work better with port shrouded compressor covers . I suppose the logic is that if the large compressor (in relation to the turbine) tries to pump too much air and surges , the ported shroud bleeds off some air which goes "around the block" . Ever noticed how HKS use port shrouds on some of their custom comp covers - particularly for six cylinder apps ? Some examples are Nissan RB specific GT-RS's/GT2530 KAI/2835 and 3037 Pro S turbos . works for them . Cheers A .

Hi Mafia , I bought a late R33 GTST PFC just before they dried up and mine does the two stage thing . Basically as soon as I breath on the accelerator the second squadron of wasps start pedalling , at idle they take a rest . A .

I think the answer to that one would be no . Port shrouded compressor covers move the surge line on a compressors map usually higher and to the left but this is to avoid compressor surge when the engine can't take all the air the compressor is trying to pump - low volume high pressure low engine speed situation . A "BOV" is really just a throttle closed bypass valve to vent the air moved by the compressor that has nowhere to go when the throttle valve suddenly closes . The way I see it the air downstream of the compressor would have to fight is way back through the revolving blades to get anywhere near the comp covers ports and by then the rotating assemblies slowed down so no function gain here . IMO the GTR's ganged throttle closed recirc valve (2) system is the way to go . Cheers A .

Also sort off ..... related . I think I did read somewhere that the GTR's multi voltage fuel pump powering device works at different voltages (lower in low ?) than a GTST . I fitted an R33 GTR pump to my S2 R33 GTST and it is a little louder though nothing to cry about . I'd like to now how many voltage steps the GTR switched resistor thing does and how they differ to other Nissans , I just wonder if the GTR's gadget may help people with big pumps in street GTST's . I was told about a mod to the Walbro that some used to do to get more out of them , its dangerous and illegal and I don't want blood on my hands . I think the bottom line pump wise is use an adequately sized one for your power goal and not go over the top because it just creates avoidable problems .

I think the TB water plumbing is to stop it icing up in cool humid conditions . I think what happens is the moisture in the humid air freezes to the throttle plate and the inside of the TB itself and the engine struggles to breathe through the reduced gap at smaller throttle openings . People have told me that it used to be a pain with carburettor/s that metered fuel through low speed transfer ports rather than AFM's and things got loopy in low speed or cruise conditions . The cure at the time was to stop and let the engine heat melt the ice and go again till the ice set in . I think mostly manufacturers used to water heat carburettors for anti icing and those diabolical water temp regulated cold start enrichment devices . With EFI TB's the idea remained to prevent icing on engines sold to widely varying markets/locations . Cheers A .

After a bit of searching I found a couple of links to interesting pump stuff . Hope they work - links . Firstly under this heading - What your Evo needsfor a fuel system, facts . http://wwwforums.evolutionm.net/showthread.php?t=245064 Fuel Pump Upgrade Guide http://mkiv.com/techarticles/fuel_pumps_test_2/index.html Chinese Copies on E Bay . http://www.fuel-pumps.net/walbro-forgeries.html If these links don't work could someone more computer literate than me please help out . Interesting reads , cheers A .

Hi all , I was at EvoM net yesterday and I noticed that David Burshur has come up with a twin drop in tank pump assembly for the Lancer Evo rev heads . I'm not 100% sure but the way he talks it sounds like his Burshur Racing has found a way to get more from those Walbro 255 pumps in turbo apps . Do those Walbro pumps have some internal high pressure relief valve by any chance ? I suppose if they did and BR found a way to cork it it may be the cheapie option for a new pump or pumps . Also BTW their assembly includes a spiffy right angled bulkhead fitting to get the second pumps seperate wiring through the assemblys steel lid . I'd be interested to know what it is because with that it would be easy to run a secondary pump in a Skyline . Also the system has a "Y" piece above the two pumps outlet feeding a single outlet . What they do is wire relays to bring the second pump online in times of high demand . The downside is what if the wiring/relay failed and the secondaryt didn't start ? Bang ? I'll see Iif I can find the pic , cheers A .

Well the theory is that T series turbines are not really up there with GT ones but in this case I think the T51's were probably available from Garrett/HKS before the GT4202R went on sale . Garretts larger frame ball bearing cartridge seems to be an evolution of the large frame GT bush/plate bearing type centre section , I've only been inside the GT plain bearing type and I suspect that the shaft dimensions and compressor backspacing is the same so that they can both use the same wheels and housings . Makes economic sense and its handy to be able to use a direct fit BB cartridge in place of a plain bearing one if required . Garrett usually fits truck type compressor and turbine housings where HKS often do specials to suit petrol performance type applications . If you have a look in the turbobygarrett site they have comp and turbine maps for the GT4294R and GT4202R . ATM places like Forced Performance in the US are cooking up hybrids using Garrett cartridges with alternate compressors in an effort to get better spool for little or no peak power losses . Their HTA35R is one example of this . Also BTW turbo manufacturers like Borg Warner seem to really push twin scroll turbos but without BB cartridges - they also seem to like 7/14 blade compressor wheels . I go to lots of sites in the US and the drag race fraternity in Honda's and Evo's etc tend to stay from HKS spec turbos I suppose for cost reasons . They at times use GT42R's and I don't remember ATM if they get 1000 horses out of them or something else . One problem you will get with really big turbos is huge housings and they get hard to package . This could be a case where twins may be a little easier to fit in because a 500 odd hp turbo is considerably smaller in diameter housing wise . I'm sure I remember seeing pics of Japanese GTR drag cars with twin GT3037's and twin GT3240's . Cheers A .

Sorry about that , I haven't posted any pics for a while and a bit rusty . Anyhow as you can see the turbine is not a GT type and that particular turbo from memory is a bush bearing one , the give away is generally the lack of water coolant holes . The HKS housings are very different to a GT42R as you can see by the V band turbine housing fittings . The comp cover looks like a one off and similar in some ways to their T04Z housing - minus the glitzy drilled ported shroud . You would have to look down the air outlet to see if they've enlarged its diffuser section . Cheers A .

Its all Garrett stuff cartrige wise but the T51R is a large frame BB version using the 11 blade T51 76T turbine . The GT4202R uses an 84mm GT42 turbine . Often you'll find the old T series turbines like the T04P and T51 are in 76 trim size where the GT series turbines tend to be more like 84T . I used to have some pics of a T51 and if I can find them I'll post them .

What other things like std/not std gearbox ratios and tyres are you intending to use . These things make a difference when looking into turbos because some combinations are going to need more low down torque than others . If you want it to be a mountain of torque from low revs and max out at around 500+ you could think along the lines of a GT3076R with the 0.82 or 1.06 turbine housing . If 600 is the ask the maybe a GT3582R . Personally I wouldn't bother with Garretts version of the T04Z , if I wanted power in that region I'd go straight to their GT4088R which is a twin scroll turbocharger probably in at least the 0.95 A/R turbine housing . A .

Bumblebee I think the superior turbine/housing (gas flow wise) has more to offer than the trim size difference ie 52 vs 56 compressor trims . Also the GT-RS (2871R 52T) is a dead end as in there are no larger housings to put it in if you find it restrictive . Stupidly HKS never had the 0.86 version of the GT28 turbine housing made with the T3 flange . At least with the 2835 Pro S you have two sizes to play with though virtually everyone who got the smaller one regretted it later on an RB25 . At the end of the day its your money and your call , if it was me and cost was not a problem it would be the 2835 Pro in the 0.87 housing . If you were really worried about lag you could get the 0.68 housing , its still a larger ratio than the GT-RS's 0.64 but its in a GT30 based housing not a GT28 based one . The waste gate and dump design is far superior IMO to the GT28 type and that's what costs more to make . Cheers A .

Hi Sewid , can you or anyone else tell me if R33GTR and R33GTST exhaust systems are interchangeable behind the Cat ? My R33 GTST came with some form of Nismo Cat back and if you look up its spout you can see two smaller pipes through the guts of the rear muffler . I'm interested to know if an exhaust like the one you bought would bolt up and be quiet and low restriction on my R33GTST . BTW its using a direct fit modified I think Catco ceramic 3" Cat . I like QUIET , cheers Adrian .

That's a difficult one because the "affordable" twin scroll integrally waste gated turbos intended for 2-2.5L Subaru's and Evolution Lancers won't bolt up . To make either of those work would mean a one off exhaust manifold because their wacky mounting flange design is so different to the std Nissan manifolds one . Its really hard to have a win here because no one appears to make a twin scroll integral waste gate turbine housing that fits a split pulsed T3 flange size . You can get a few twin scroll housings without waste gates but to apply external/s is difficult and expensive to do properly . I can see 6-7G's worth of bits (still in boxes) and for that kind of money you may as well fit an RB25DET and gearbox with less exotic bolt on turbos . Some may even suggest selling the R32 and buying an early reasonable nick R33 . I once wanted a powered up R32 but opted for an R33GTST because most of the basis for a good road car is already there - turn key operation . Performance road cars make you want to tear your hair out , you have to be so careful that you don't paint yourself into corners by spending lots without getting the performance benefits . Years ago I was told that factory engineering is hard to beat on price , the more goodies you can get in std trim the better because the manufacture has done all the hard work for you . BTW I'm not sold on GTR's because they are so complex expensive and heavy for the engine size . Cheers A .

Different turbos , one is a GT3076R and the other is a GT3082R as mentioned . A .

Yes your quite righ , my bad . Cheers A .

Getting warm in here again isn't it ? When some of you people talk about 25 series as in eg 2530 it really means 28 series in current terminology , so to keep things consistent 2530's or 2535's are really GT28 series and technically a 2530 is a GT2860 - its just HKS's dated numbering system . I call a GT-RS a GT2871R 52T because that's what it is . Ditto for HKS GT2835 because technically they are a GT3071R 56T in cropped turbine form . Using the current Garrett terminology means its easier to compare turbos because their formula tells you the turbine family ie GT30 followed by the compressors major or outside diameter in mm . If you apply this then you can see that a "GT2871R 56T" and a "GT3071R 56T" use the same identical compressor wheel . The turbine side is quite different the GT28 series turbo having a 53.8mm 9 blade 76 trim wheel and the GT3071R in cropped form has a GT30 10 bladed wheel at ~ 56.6mm and 84 trim . The HKS GT2871R 56T uses a custom GT28 turbine housing with the T3 flange cast into it and in 0.64 A/R . The HKS GT3071R Pro S uses a custom GT30 turbine housing in 0.68 or 0.87 A/R ratio , it also needs their unique dump pipe to suit their custom housing . If you were to look at both kits side by side you can plainly see that the 30 series kit is more involved with its turbine housing and dump pipe . The 28 series one can use the std dump pipe so more OEM like . Better ? There are degrees of better . Ask yourself if you're buying the lower price or the better result , I think its impossible to argue that the slightly larger turbine version is the lesser of the two on anything except price . The Pro S housing is going to offer greater flow capacity than any GT28 0.64 housing and particularly in 0.87 A/R . The limiting factor of both turbo types is the exhaust side so if you opt for the smallest going its more rats jammed in the pipe sooner . People are again starting to claim more power from higher boost where more power from more air is the guts of it I think . I also think that GT25/GT28 series turbos are a little dinky on an RB25 unless a mild upgrade is all you want . To go to 250-260 Kw and beyond means the engine needs a less restrictive hot side to do it without unhealthy temperatures and pressures trying to fry your exhaust valves and pistons . That's not to say it can't be done with a 25/28 series dryer but its pushing too hard for my liking . I don't like to quote numbers but if pushed this is what I think the turbos potential reliable outputs would be 2530 - ~ 220+ 2871 - ~ 240+ 3071 - ~ 250+ 0.68 A/R 3071 - ~ 260+ 0.87 A/R 3037 - ~ 270+ 0.68 A/R 3037 - ~ 290+ 0.87 A/R These are all HKS spec turbos and while they could probably be pushed further your engine won't thank you for it . BTW you can substitute Garrett's GT3071R and GT3076R now that IW T3 flanged GT30 turbine housings are available . Your calls , cheers A .