discopotato03

Tell me more and show me pics , have seen GT3576 bush bearing turbos and occasionally pedal a truck with one fitted (Late FTS Isuzu with Si Tech donk) . Never ever seen one of these in a ball bearing cartridge option . Yeah I'm interested - if its ball bearing . PM me . Cheers Adrian .

If you have them there I would consider a KA24DE , belt drive DOHC 16V engine and no rockers like SR20's have . They are a long stroke engine but being a four much shorter than an RB 6 . Bluebirds are a problem with long engines esp FJ20's where they have two staggered twin row timing chains AND a water pump on the timing cover in front of those . These cars fight you all the way with fitting adequate cooling and intercooling systems but it can be done - been there . As per the 2.4 litres , they make more torque at pedestrian revs than FJ20's/RB20's so you can fit turbos that work well with the combination . In the US they play lots with turboed KA24DE's and there is lots of parts available for them . Here in Aus we get the KA24DE in a comercial vehicle and std it has 8.6CR pistons so has potential unopened . Search Jim Wolf Technology and the US sites who cover the S13 and S14 240SX cars , the S14 had the KA24DE in RWD form . Cheers A .

The story I get is +2mm on the exhaust valves and +1 on the inlets . Obviously the trick is to not let them get too close to each other on the overlap phase . Cheers .

87.5mm JE VG30DE with machine work to set CR , deck and crowns . I think between 8.5 and 9.4 is possible . Cheers .

Cruise generally you'll find that a narrow clamp will bite into the hose more because it has less area of the hose to compress - trade off of hose life because given enough force it can cut the hose clean through if the clamp is narrow enough . Same old song - have a read of Corky Bells Maximum boost , he shows how some race apps have tags welded to the plumbing and some flexible eg wire means of resisting the pipe spreading through internal boost forces . Doing things this way means the clamps workload is reduced to sealing the hose and pipe/duct , not stopping the pipes bolwing appart . Cheers A .

Roy their turbine housings are more compact than Garretts , the nozzle is supposed to be a better shape and A/R sizes are in betweens compared to Garretts . The thing is if you want a T3 flange it means an IW Pro S housing , not that you have to use the integral gate though . Trying to merge six pipes into a collector with a T28 flange is not easy . Other than that the next "fad" will be divided or twin scroll housings which are thin on the ground ATM in T3 flange . There are a few things being tested OS and should have some results next week . Cheers A .

Actually looking at the pic above the 2JZGE looked a bit better probably larger to suit 3L . I wondered if feeding the six runners was better from two locations than one . I suppose if you look at the single entry 25 DET plenum the air is directed (straight shot) at the middle cylinders and has to turn corners to reach 2 and 5 and the furthest 1 and 6 . If two inlets were placed to line up with 2 and 5 would distribution be much better ie with the sorts of gas velocity needed to feed a 250-300 Kw engine . BTW I'm not after such power levels but it may get some what they want without spending furtunes . Cheers A .

LOL , the reason I asked was because we keep getting people asking about aftermarket plenum chambers and comparing them to the 33 25DET item . I was wondering if the fact that NA engines only have at best sea level air pressure to charge the cylinders is the 34 25DET plenum going to do it any better in a turbo app . You would think that by having two inlets the cylinder distribution would be better than the single , granted no RB26 inlet though possibly of value if the bits were available cheaply . Thoughts ? Cheers adrian .

I was looking at a pic of a 2JZGE today and noted its forked runners over the cam cover to the TB . I think I remember R34 RB25 NA being like this and wonder id plenum distribution would be any better than the R33 RB25DET's . Thoughts ? Cheers A .

To get any benefit from a divided housing yes the manifold has to be split pulsed . Not sure what you mean by the SR20 bit . Cheers A .

Hi all , I don't get into this classic section as much as I used to having defected from the DR30 to an R33GTST . This situation suited Ravenoak myself and possibly Nisky . Any Forum is a gathering of personalities with a common interest who like to swap ideas and experiences . We are all going to have different ideas at times and differing experiences and interpretations of these experiences . Opinions can conflict and I think the easiest way to stay civil is to agree to differ . At times people think their credibility is threatened and the whole thing gets personal . I have locked swords with big D at times but we seemed to do the bridge and over and have had dealings involving car parts that were mutually beneficial . I'm sure at times we've both thought the other was going about things not as we think we would but its all a learning curve and doing things to suit our own priorities at the time . Anyway I really hope we can all return to our corners and come back with a clear mind and share our like of all things automotive . Happy motoring , cheers Adrian .

Hi Carl , there is not as much out there in the way of T3 flanged twin entry housings for GT30BB turbos as I had hoped . A couple of interesting things though . First Garrett have had for ages a series of GT bush bearing turbos called GT32 ie GT3267 and GT3271 . They use either a .69 or a .78 A/R turbine housing with 70 or 73 trim turbines . They are reasonably cheap and not a bad thing for approx 350+ wheel Hp . Secondly ATP in the States appears to be machining these housings to fit the real GT3071R turbo in .78 A/R . You really need a larger A/R version of this housing for a GT3076R and while there's a few different types out there I dont have their details . I've been looking into TA/TB34 housings but nothing screaming eureka yet . With your RB20 I don't know where to go with a GT3076R , they are not easy to excite with an RB25 and single entry housings (not without small turbine housings anyway) . The smallest propper housing I know of for that turbo is the HKS .61 A/R and it is non gated and T28 flange . You could try ATPs divided housings but its a lot of stuffing around plus an external gate and still may not get you what you want . Selling the GT30 and buying a GT28 based turbo like a 2530 may be a better solution . Your call .

Yes R33Racer I agree , RB25DET/inlet has limits . I wondered for a while if there's any value in using an R34 25DET head on a decent RB25 or 30DET because it gets you into a mechanical valve train though I'm not sure if RB26 cams (aftermarket) interchange . SK tells me that porting wise the 26 is different and impossible to emulate without fabrication . The big issue is that the marketing geniuses at Nissan made very sure they would piss EVERYONE off by not making the manifold patterns common on all DOHC RB heads . To get a mechanical train its R34 25 or RB26 . To get the gun inlet system its only RB26 and then its aftermarket for a single turbo exhaust manifold . You don't really have any choise , if the hydraulic lifters don't limit you the inlet system will . Its a hateful situation but the answer is to bite the bullet or get painted into a corner . Its not all bad though , someone out there should have a use for your RB25 top end . Cheers A .

Mitsy 4G63 Turbos have a slightly different set of circumstances mainly due to their std reverse rotation turbocharger . To fit a Garrett GT BB turbo means either one of several fabricated exhaust manifolds or ATP's cast one which is a bit of an awkward design to package a turbocharger that turns in the opposite direction to the std one . Actually I'd have to go and have a look because the ATP gadget may have been an adapter for a Garrett turbo and an external gate . The propper solution is a fabricated manifold with the right type of collector . If I was looking into that app I go to Full Race Motorsport and talk to Goeff Raicer . He's had a fair bit to do with Honda and Mitsi engines and is now working with RB25's and 26's as well . Cheers . Late Edit : Its actually an ATP exhaust housing not a manifold or adapter , bolts to std exhaust manifold .

Lithium I don't seem to remember that but anyway . I say my latest research because new turbine housings are in the wings overseas , T3 dual entry turbine housings that take 60 - 68mm turbines and in high temp materials ie Inconnel are not yet common . Wastegating is also an issue because unless you isolate the sides of a divided turbine housing and manifold much of the pulse separation can be lost . Going to external gates is generally required and the best results seem to come from two gates , one for each side . Occasionally you do see a properly made divided turbine housing with integral gates (two parallel flat valves to two separate vent paths) but not common . From memory Toyata did it with one of their CT turbos (CT20 ?) for one variant of the GT4 Celica and Mazda may have as well with one of the 13B turbos ie S4 RX7 ? I think Garrett have also done it to some of the GT3576 bush bearing truck turbos . From what I read turbine housing A/R size is absolutely critical with divided housings because its very easy to have more restriction not less . People testing these things are saying that divide the volute passage and halve the area of each side . They are going larger than they would for a single passage housing and comparing the turbine inlet to compressor outlet pressure to try to get an ideal ratio . Reading between the lines I think they are trying to maintain the same expansion ratio while dividing the exhaust pulses and cutting out reversion . I think the effort is to pull up the bottom end torque via exciting the turbine earlier and reducing pumping losses at lowish revs . Anyhow I have seen pics of the real GT3071R with the T3 flanged split housing that ATP Turbo sells , like me others overseas suspect its a Garrett GT3267/GT3271 style turbine housing thats been reprofiled to suit the BB GT30 turbine/CHRA . You can see these turbos at turbobygarrett under GT3267 and GT3271 . Be wary of the wastegated ones because some diesel housings only vent one side of the housing not both . More as comes available , cheers A .

Mk2 cable works - had to remove the plastic "spike" because it didn't like the PFC ECU's socket . Datalogit box didn't like the PS2 cable for all the same reasons so easiest to use their cable . Datalogit not mine BTW . Paul33 if you read this it may be worth adding to the PFC FAQ that if the car (R33) has the std boost control system modded by the permanent earth method (hi boost all the time trick) to reverse it . We found that with it the solenoid stays shut and the turbo tries to boost to the moon . Ya live and learn ! Cheers Adrian .

They do actually they make all the cartridges . A GT3076R (700382-12) is identical to a GT3037S 56T except for the HKS comp housing tag , funnel mouthed inlet insert and the turbine housing . Funnily enough they are supplied by Garrett Japan without a turbine housing so not to difficult to fit tag/insert/turbine housing eh HKS ? . The 52 trim version will be available soon at Garrett GT3076R prices , my lists show it as turbo number 700382-9 or -10 . I'm not sure but suspect that the difference is the comp housing ie port shrouded and plain inlet bosses . HKS's .73 housing probably won't be much good because of its T28 flange , need T3 . Cheers A .

There are some good reads on the net about this stuff . Search PDX Tuning Results with GT32 Turbokit and APS twin scroll rotated mount turbo system model designation TSR 70 . There's a lot of wading through the dross on this 2nd one , APS has made a split pulsed manifold kit and sells a GT3582R (with fancy drilled port shrouded comp housing like the TO4Z at ATP's site) with a petrol material spec (read high temp capable) twin entry .82 A/R T3 flanged Garrett turbine housing and 3.5" V band outlet) as part of the kit . It uses a single TiAL external gate fed by twin pipes sort of like the pic in the last post . If you don't have half an hour to read through it they're hinting that it spools up ~ 400 odd rpm sooner than a normal GT35 .82 turbine housing - on an EJ25 anyway . More later cheers A .

Thanks Paul , I found another cable the same for $6.75 from Jaycar and removed the correct pin . Still to test but don't forsee any problems . Cheers A .

ECRO33 that one looks so inoffensive , could nearly get away with telling the cops its an EGR valve ! Cheers A .

Thanks Dave , any pics welcome . Is that heat shield material easy to get and effective ? Cheers Adrian .

Hi all , if you go to turbobygarrett.com site look at the left hand colunn under products . About 3/4 of the way down click on BB Service and then "MSRP" on the new page . This brings up a PDF file listing turbos/cartridges (CHRA's) that they will offer to rebuild provided you have not turned it into a glob of molten slag . This is an American site I think so I don't know if they are doing it here yet or what the damage is in Australian dollars . Roll on the day when we can buy all the bits and and ... . Cheers A . PS . You can become a Garrett Gear Head from that site and get emailed updates from time to time .

No and those looking at this stuff are in the US and working with SR20DET's and KA24DE+T's . Not the same as an RB six but I like to look at things from an individual cylinder capacity point of view . Jeff Raicer who posts here occasionally has put a lot of effort into micky mouse split pulse exhaust manifolds and twin scroll turbos and says he can get big turbos to spool more like smaller ones do with single entry turbine housings . I'd say it has a lot to do with getting the most advantage from the exhaust gas energy innitially ie when the valves first crack open into an area of low restriction and reasonably low pressure . So hopefully low restriction and best energy gain by the turbine so least pumping losses/reversion and more ignition timing to make the most efficient use of the charge air and fuel . You can find him at FullRace.com and there is a forum there . Cheers A .

There are also a few recent developments in direct fit turbine housings for RB20/25 , GCG has had one cast up in (I think .70 A/R) and is supposed to be dimensionally same as RB25 houing ie std T3 flange and dump side flange . I think one of the Victorian mobs has a similar thing but can't remember who . My latest research is into twin scroll housings to try to get similar response but with a GT30 turbine based turbo ie Real GT3071R or GT3076R 52T though this is not going to be a budget option . Cheers A .

My Commander plugs into the female end of the cable and later in the day I'll remove the correct pin and at least see if it fits the PFC female socket . I did note the plastic lug in the Commander socket looks slightly wider and shorter but a hot model knife should fix this . The aim is to have access to the ECU and its a bit obvious having the Commander plugged in all the time . My nippers miss nothing and tell all ..... Also dumb question , I gather most people stick the velcro patches to the back of their PFC and hang it off what ever handy piece of tin plate Nissan provided . Mines "fully floating" ATM which would not be good for it and am thinking of using a couple of Jaycars velcro straps and a bit of foam rubber to cut down vibration . Not so dumb question , does anyone know if the factory boost control valve works with the PFC and Apexi MAP sensor in place . I'm lazy and if it works like this (fingers crossed) saves me cutting / shutting wires and mounting non std fitment solenoid valve . Cheers and thanks , Adrian .