discopotato03

Hi Paul33 and all , I went to make an extention cord today from a PS2 extention cord and unfortunately removed the wrong pin . I have a late R33 GTST PFC and Commander and I stuffed up but had I removed the one shown in the FAQ it would also have not worked - no offense here Paul . I have no idea if different series of PFC/Commanders are different but mine is as follows . If you look into the Commanders plug (mine anyway) with the indentation in the shroud facing down you'll see five pins . A std PS2 male plug has six , if you count the pins in a clockwise direction (starting after the shrouds indentation ie approx seven o clock) the Apexi Commander plug has the pin in position three missing and klutzoid me removed pin one ie first one . So you don't have a spare cord that won't suit anything I advise people to check the commander plug they have and remove the pin in the PS2 extention cord to suit . For those looking I found my PS2 extention cord at Jaycar and is "COMPUTER" branded , 1.8M long Pn WC7532 . It cost around $11 so not too bad , except this one was the last on the rack at my closest outlet ... Happy PFCing , cheers Adrian .

Hi all , hearing good things about the T3 flanged split pulsed turbine housing ATP sells as an option for GT3071R turbos . In the US some work is being done on larger A/R versions of this housing that should better suit the GT3076R type turbos . The aim is to have better response with less exhaust restriction so should have more torque at lower revs and boost pressure . The down side is that it means external wastegates with two being better than one . I'm trying to find out more about the larger ratio housings which sound like .82 and 1.06 , ATP's is .78 so not really enough for a GT3076R to pulse properly and not choke up . Also will look around to see who has the most compact external wastegates . Cheers A .

If thats what your using (pics) I can give some reasons for surge . The compressor looks like an old T04B 8/16 blade wheel which is really a low speed design . Some people try to use them in "Hi flows" and they generally surge because the turbine wants to drive them at a speed which pumps too much air at low engine speed hence the pressure waves and reversals at the spool phase . Judging by the wall thickness of the compressor housings inlet snout its probaby the -24 or -25 version of the 409179 series which is 70mm diametre T04B 8/16 blade compressors . If you must persist with that thing (pic example) the easiest thing to do is to exchange the compressor wheel for one of the 6/12 blade T04B compressors which are 409826 series and are available in 39/48/57/62 and 70 trim . Depending on what 8 blade wheel it has one of the 6 blade compressors may go in with a little reprofiling of the compressor housing or get another and have it profiled to suit . This is just one option but something tested and proven would be better . Cheers A .

Usual "high flow" issues , the "turbo" sounds like it was put together by someone with no idea . Doing it with factory engine management was not a good idea because the std system only knows how to deal with standardish states of emmision tune . Slide knows plain bearing Hi flows so talk to him , a good price for a known quantity . If you show him your turbo he can explain why its giving you grief . Cheers .

BTW Geoff can we see pics of your exhaust manifold ? Cheers A .

Just my 2c worth . Twins are always going to be a pain on that kind of car but not because there's anything really wrong with two hair dryers aside from cost/complexity/access/weight . If you want to play (experiment) with turbos its double trouble because of the cost and time involved . For example you get what you think is right but then decide say the turbine housing A/R is wrong - look at the work and cost involved in changing them and compare that to altering a single . Lots of things were changed to get parallel T28's on RB26's and the changes make the bits unique to that application . Generic bits like many singles have often cost less and are easy to sell on if you need to . One big advantage I feel singles have is that incremental changes are easier to manage and if careful the result you aimed for is more easily achievable . Like in the above example going up a size in turbine housing with twins can be a larger jump than with a single . Anyway with twins you have to decide high or low , integral or external gate and go from there . If they are T28 turbine housing based ie 2530 , 2871/GT-RS low and integral makes for a sort of factory like install . An RB30 should pull the state of tune down ~ 20% and give more off boost torque so how you go about keeping the turbos out of boost when you don't need them is the $64 question . If you are prepared to use external gate/s you could possibly get twin HKS GT2835 turbos with smaller compressor trim options and their GT30 based T28 flange turbine housings with small A/R's ie .61 or .73 to work but I hope your rich if you do this . With singles something in the GT3582R - TO4Z range would work well . Your money your call . My 2c spent .

Hi all , the RB25 HKS GT3037S/Pro S/GT3076R topic keeps doing the roundies here and the few people who have the Pro S seem to get better results than those with the Garrett marketed GT3076R and Garrett IW turbine housings . Before I get stuck in take is as given that the cartridges are identical in the available comp trim sizes . HKS I believe have always used their own turbine housings with GT3037's probably because there was nothing available early on to suit these cartridges . Many of them were T28 flanged and I did hear rumors of non wastegated T3 flanged examples but have never seen them . HKS's Pro S turbos ie GT2835 and GT3037's look to be closely related housings wise , their blurb reckons the compressor housing is a .50 A/R port shrouded custom TO4E type and different to their GT3037S's .60 A/R TO4E Garrett shrouded housing . The T3 flanged IW turbine housings look to have come from two similar castings for .68 and .87 A/R ratios . If you look closely at a 2835 and 3037 Pro housing you will notice that they are machined on slightly different centres probably because the GT30 unaltered turbine's exducer diametre is larger than the cropped turbine's and would have broken into the wastegates vent path . Anyhow if those using a 3037 Pro S could post their results I'm sure many here would be interested . I'd certainly like to know the real word differences in using the .68 A/R and .87 A/R turbine housings . I think these housings were available separately but now drying up , hint , if you could find one and machine the ported shroud into a .50 A/R T04E comp housing it may be a cost effective way of doing the same thing . Cheers A .

Starting thread on HKS GT3037 Pro S because its a little easier to fit up to std or aftermarket manifolds . Cheers A .

Thanks Geoff , sadly now own a set of 555's but thats life . Good find about the "re capping" on your part . Cheers Adrian .

GT42R's are significantly larger than a T04Z's , the "smaller" option ie GT4294R has ~ 10mm greater turbine and compressor OD and larger housings . Cheers A .

Ok , some Sydney - Perth superfreighters (express goods trains) go south (Syd-Coota-Parkes B Hill etc) with four locomotives 1800m and at times 4600 + trailing tonnes . Hunter Valley coal trains get up over 10,000 tonnes and Iron Ore trains in North Western Australia 40,000 + tonnes . Cheers .

If you have the complete R33 GTR drop in assembly it all goes straight in as per std . Cheers A .

Typical mainline locomotive weights ~ 132 tonnes and runs at up to 115 km/h , usually cars become unrecognisable when hit . Best advice - don't get in their way . Cheers .

What do people think of these for road , I noticed Cubes seemed to think they're ok . Cheers A .

Hi , good to see people fabricaring RB bit Stateside . Is that the ATP flange plate you used ? Also what do you think of the idea of sectioning the waste gat vent pipe lengthwise (sort of sideways "U" shape) and welding it along the side of the main dump tube ? Possibly more compact . Thoughts ? Cheers Adrian .

That picture of the port shrouded compressor housing I posted a while back was from the US . I have seen pics of drilled ones as well though I'm not sure how well they work . The interesting one was HKS's TO4Z snout cartridge and it would not be to dificult to do it that way with a bit of machine work . Possibly even easier would be to get the .70 TO4S housing machined with an end milling cutter to form the jellybean shaped ports and slot the inside with a thin parting off style cutting tool . As usual , comes back to money and what services are available to you . Cheers A .

I guess the choice of compressor housing comes back to how much power and power delivery as Cubes says how it climbs onto boost . I can see pros and cons of large turbine housing/small compressor housing and medium turbine housing/large compressor housing . The XR6 spec GT3582R I think was attempting to have low backpressure and smooth power (torque) delivery (for Mr/Mrs/Miss) so used the TO4E .50 comp A/R housing . Pure guesswork but its possible that having reasonably low turbine inlet pressure and a compressor/housing combination that started pumping at lowish engine revs (for 4L) gave them an acceptable load balance of exhaust to boost pressure . I don't remember the exact figures but I think N/A to turbo XR6 power figures were around what 190 and 240 Kw with the turbo version having better average torque . To do this it needs to have positive inlet manifold pressure from a bit above idle to feel good but at relatively low boost pressure so that its not too snakey . The low manifold pressure and an intercooler would help them to have a reasonable CR and not be too detonation prone in hot weather . This stuff is beginning to make me think about GT3076R's and comp housing A/R's but thats for another string . There is another compressor housing that can fit the GT3582R cartridge and it has found its way onto a few XR6T's , Brett reckons its a bolt up alternative for the XR6's TO4E sized backplate from memory and is supposed to be .70 A/R ratio but with the TO4E's sized inlet and outlet . Off the top of my head I think non port shrouded "E" housings are 2.75" inlet and 2" outlet so it must have a slightly smaller internal passage than the TO4S .70 A/R housing . To be smaller means higher air speed for the same compressor rpm so something a bit fishy here . Very wild guess but it may possibly be a .70 A/R TO4E housing factory profiled for the GT3582R's 56T 82mm GT40 compressor . It may prove to be the in between of more "linear" power delivery vs how much do you want and in over a fairly narrow engine speed range . It'd be real interesting to see all three compressor maps wouldn't it ? Cheers A .

Dennis RB30 , thats a rather simplistic overview of the comparitive differences in alterations of Area Radius Ratio with turbine and compressor housings . Yes changing turbine housing A/R makes a greater overall difference because this is what attempts to regulate the turbos rotating assembly speed in relation to engine speed . Changing compressor housing A/R will alter the choke flow capacity of the compressor in relation to pressure ratio meaning maximum useful airflow flow vs boost pressure . This is how its possible to gain a bit more maximum compressor capacity and optimise it around the desired boost pressure to a degree . It was explained to me years ago that the larger housing has less resistance to gas flow so moves a lot of gas at lowish pressure . The smaller housing has more resistance to flow so needs greater pressure to move the volume . The thing to remember is that generating higher pressure means the turbine has to work harder so this will affect exhaust gas speed and turbine inlet pressure . Its all inter related so changes in one area will make the engine see a different world on both inlet and exhaust sides pressure wise . Cheers A .

Hi all , can anyone tell me the differences to expect going from Std disc pads on an R33GTST to RB74 pads . I have not used anything special in the way of pads in the past so what would be different ? Cheers A .

If you can find one the R33 GTR whole assembly drops straight in . Cheers A .

Well according to Garretts own compressor and turbine graphs ~ 65 lbs of air at 60% efficiency for the compressor and ~32 lbs/min corrected exhaust gas flow at ~ 2.4 - 2.5 pressure ratio or ~22 psi gauge pressure . At the bleeding edge I guess that means if you assume 11 Hp per pound of air 65 x 11 = 715 at approx 2.5 pressure ratio (22 psi - gauge) . At the sort of gas speeds to take this turbo to the limit you possibly need to consider T4 flanged turbine housings so that the gas speed into the housing is not high enough to be forming a restriction or pressure rise . Found the pics of the T4 housing on GT3582R . ATP turbo have had a couple made as well and the pics are on their site . Cheers .

You should probably try to get a ride in a car with the Whitline / Bilstein everything kit fitted . You have been warned , you may be living on baked beans for a fortnight to afford it but its worth it even if windows jamb shut . Cheers .

That would be the GT35R with the TO4R compressor swap . In the US they're called GT3567R though by Garretts own system it would be called GT3584R . Many don't agree but I think its a case of fitting a larger size AND trim compressor to a turbo thats borderline on turbine size to start with . If I really wanted that compressor I'd buy a TO4Z because thats what they get standard but with a larger diametre smaller trim (76 vs 84) TO4 P turbine . They also have the larger diametre turbine shaft and bearing cartridge and don't tend to bend this shaft like the GT3567R can at times . The TO4Z is a Garrett factory tested combination where the GT3567R is a "wildcat" or aftermarket hybrid . Peaceables .

Pics not on this computer . The rotary turbo people say that using a T4 turbine housing moves the whole power range upwards , depending of course on housing A/R . Just my 2c worth I always thought the GT3582R had a little too large a compressor trim or not enough turbine depending on your point of view . Using larger than the biggest factory 1.06 A/R turbine housing will reduce turbine inlet pressure but it may be trying to tell us that the turbine is running out of legs . It makes me wonder why Garrett didn't make something like a TO4Z but with the GT40 82mm compressor instead - TO4 40R ? Cheers .

Just to sow a few seeds of doubt ... A while back I came across a few pics of what the Americans sometimes call a "GT35R T4" , this is basically a std issue GT3582R cartridge and comp cover but its turbine lives in a reprofiled TO4 turbine housing . I'll have a look and see if the pics are on this computer . What Arnie said .