discopotato03

Are we under the impression that the std TB is too small for an RB25 ? Cheers A .

Clutch Pedal "Clevis Pin" 0152100011 . Cheers A .

Hi all , am going to start a Nissan part numbers register for Skyline R33 GTS25T's (ECR33) and will add any that I buy genuine . I dare say mine will come through John Robinson Nissan of Rockdale in Sydney on the Princes Hwy . Before start I have no financial interest in this organisation and pay retail like most plebs . Also - You MUST check any part numbers I or anyone else quotes to you because I at least will take no responsibility if the number is incorrect and you order in expensive potentially non returnable parts . That said I will do my level best to get it right but I'm not infallible . Brake/Clutch - "Cover Pedal Pad" same as N15 Pulsar 46531-89910 . "GSKT-AAC VALVE" 23785-57YOO . Side Feed Injector Seals . "INSUL F/I UPR" 16635-53JOO . "INSUL F/INJ . LWR" 16636-72POO . "O-RING HOU UPR" 16618-1OVO5 . "O-RING HOU LWR" 16618-53JOO . Cheers A .

Is that the one Simon Gisgus (sp ?) did years ago to the S14 200 SX ? Cheers A .

I'm not going to debate that one but from all my sources . Garrett was having trouble with turbocharger identification because their previous handle GT3540R tells you turbine series "GT35" with compressor series "GT40" or just 40 . "R" means rolling element or ball bearings . Where this system falls down is there may be several different major or outside diametre types of GT40 compressor which there is - 82mm and 88mm . So they changed their naming system to turbine series "GT35" and compressor outside diametre (OD) in mm ie "82" and the "R" stayed the same . So GT3582R is the current name for that turbocharger . They can and have been called GT35R/GT3540R/GT3582R , all same thing . The system is still flawed because you can have different famillies of compressor in the same or very similar OD , this is how people confuse the real GT3076R turbos with the hateful GT30/TO4S turbos . Their compressor wheels are within 0.1mm and the trim size numbers the same . Buyers MUST find the part numbers for the turbos they want and not get "substitutions" because seemingly minor differences are not trivial . Search turbobygarrett site for the unit and cartridge (CHRA) pt no's , don't have time to find them ATM . Cheers A .

Check the part number/s .

My R33 is pretty clean and I don't have a problem cutting (hole sawing) to get the pipe out on the off side . Nissan obviously didn't have a problem getting out to the std side mount intercooler . GTR intercoolers work well because the collectors are not a haphazard way of welding the pipes to the core . Aftermarket intercoolers with tall shallow end tanks I reckon render probably 1/3 of the core useless because air at any speed won't want to know about going sideways into the tubes . If it does you are going to get pressure rises in areas you don't want which will cause flow restriction . When you look at propper high performance intercoolers like in GTR's/Evolution Lancers/Porsches etc the manufactures have gone to some trouble to make the end tanks/collectors work . Also they don't dick around with bar and plate or thick tube pooeyville type cores . They tend to use more and thinner tubes that truck cores probaby to increase the cores thermal mass . I'm going with the one Nissan used on their super car of its era . My biased opinions only cheers A .

L series is an L series so can't be too different in the drive dept . I think all the Japanese built engines had the same/similar timing cover adapter . Lumenition used to make an optical trigger kit for L series Jap distributors but don't know about nowdays . Cheers A .

I think dozers should find something else to put into the compressor , that way their numbers would decline .

Don't know about too many integral waste gate T4 exhaust housings , sure it wasn't some kind of T3/TO4E hybrid ? Yep .9x housing on a full TO4E would be pretty laggy on an RB25 . Cheers .

I think the wheels on it suit it , I wouldnt bother with the Japanese Mini Lites or "Watties" if you prefer . Those Rays wheels are spot on offset wise and have lots of clearance on the standard brake calipers . Functionality wise I'd say they'd be hard to beat on a car like an R30 with its zero scrub offset strut/hub geometry . Those wheels are a "Reverse Rim" which you will find out about if you remove the tyres . So fuctional good looking and not too many around . Cheers A .

I don't have a propper Garrett one but these may give some idea . I printed out one of those maps ages ago and used liquid paper to white out the red and blue islands . It looks good IMO , I think the .70 A/R bit should have read .60 A/R . You should also look at recent maps from the real GT3071R . I think both turbos would be the same outline because it looks like they both use the same port shrouded compressor housing . If we can believe this map it shows 50lbs flow at ~ 1.25 bar or about 18 psig . Not that it relates to single turbo apps but these 52 trim GT3037S's seem to be what HKS pushes for twin high mount turbos on RB26 top ends . Cheers Adrian .

Most pintle valve injectors close by moving out into the injector body when the solenoid is switched off so if anything fuel pressure and spring pressure are what shuts the valve . By fuel pressure I mean inside the injector body itself . Any restriction downstream of it would cause a pressure rise between the multi hole plate and the injector valve itself though this is unlikley to help it close . If I was going to do this I'd experiment with the pink top Pulsar N15 GA16DE injector because shaved they are supposed to give somewhere in the mid 400's cc flow rate . When you start to get into 500 + cc injectors for 4-500 cc cylinders the computer has to be capable of controlling them at low engine speeds , it has to be able to open and close them very quickly and time the injector close stage accurately . The tuner has to have a good handle on the whole sequential injection process with aftermarket ECU's because there's a lot more to it than just spray it in and fire the spark plug , some of the Haltech people had little interest in sequential injection prefering batch fire which is a bit crude in this day and age . I know everyone says PFC's are good at accurate large injector control so they must have good injector drivers to do it well . BTW the shaved injector was always going to be a cheap option and possibly the only one available for some people . Its very possible that the aftermarket has found ways to gut the injector and surface the seat area of the injector body and valve to help get better spray patterns , we need someone on the inside to tell the story here . Cheers A .

I need an S2 RB25DET fuel rail plus fixing bolts/spacers reg , don't need injectors .

I strongly advise you go for a run in a Skyline thats had the Kid treatment suspension , best way to describe the result is that you car suddenly feels smaller and far more nimble than it had . Cournering limits are amazing I suspect because the geometry keeps more of your tyres rubber on the road in most situations . I would have Bilstein dampers over anything Japanese because they work and are rebuildable here . Cheers A .

There is a huge range of Garrett factory T2/25/28 turbos and many of their own hybrids . They were developed because Garrett felt that the ageing T3 had more rotating group innertia than they wanted and the unit was a little bulky for small engine applications . The writing is on the wall when you have .36 A/R exhaust housings to get a turbo going . They gained a little with the smaller diametre turbine shaft and bush bearings which have less oil shear drag . Innitially they were a bitch of a thing because Garret refused to sell rebuild kits for them and you could only buy cartridges , sound like the BB scenerio ? Too lazy to look it up but the Pulsar GTiR's T28 was an odd ball specific to that engine/car . Its turbine was 79T from memory and the turbine housing .86A/R . I have a feeling that the compressor is T3 series and its housing a face lifted TO4B . The rally peoply didn't really like them because they were too laggy - amongst many of that cars other insurmountable weight distribution/cooling/body flexing etc problems . It was very likely the beginnings of what became the DP GT2860RS turbocharger .

The std turbos on 90's era RWD Skylines were a Nissan/Hitachi ceramic turbined ball bearing series . They have a "T3" style mounting flange and from memory the compressor backplate diametre is almost the same as Garrett T3 . I think the water coolant banjo bolt thread is the same size as Garret water cooled T3/small shaft T4 cores . Basically they used small/med/large sized exhaust housings for 2 , 2.5 , 3L sized engines and their respective exhaust gas flow requirements . The turbines were all the same size . Note some R34 RB25DET's used the larger 3L exhaust housing . The compressor housing as you would expect is smallest on RB20 DET's , the largest was RB25DET and the VG30 just a tad smaller than RB25's . You can easily tell the RB25 and VG30 types because they have "Nissan" cast into them in bold block lettering . The RB20 is a more crude style casting and the aluminium more of a silver than a grey colour . The size of the three bolt comp housing outlet is smaller on the RB20 turbo than 25 or VG 30 type . The VG30 type has a straight barb type adapter fitted here whilst the RB25 ones have a 90 degree elbow fitted to theirs . I can't remember what the RB20 type had . Some people have found a Garrett type comp housing on one variation of the R34 GTT but have not seen this type myself . Commode VLT's use a small turbine series version of Garretts watercooled T3 bush bearing turbo with Nissan compressor and turbine housings . These have the same T3 mounting flange . T28 is different again with smaller shaft and bearings/cartridge , is available in bush or ball bearing though the BB types generally have "GT" series compressor and turbine wheels . T25 was a slightly smaller wheel housing variation of the T28 theme . T2/T25/T28 are of the same family core wise and generally use the T2/25/28 mounting flange though there are some T3 flanged turbine (exhaust) housings out there ie from HKS . The GT25 BB centre section is virtually the same shaft and bearing wise from GT2554R right throught to GT3582R , this last one is slightly larger on the compressor end of the turbine shaft . These can have T2/25/28 flange or T3 depending on who made the turbine housing to suite which application . ATP even now do a T4 flanged housing for the GT3582R . Lots of variations , cheers A .

Hmm , twin 3037's , if you started it at day break you may have boost by lunchtime . GT-SS's , boost for breakfast .

Prefer in Sydney if possible . Thanks A .

Probably factory fitted with that red seat as well ....

I need a S2 fuel rail if its not damaged , no injectors required . Rail to manifold bolts and spacers would be good and the injector fixing screws and turrets please . Thanks A , in Sydney .

Thanks Birnie , arr that Brighton Nissan is in Melbourne - oopsh . I'm goung to need to find a Nissan spares outlet in Sydney that can do import Nissan parts . Cheers Adrian .

Looking in Sydney for an S2 ECR33 fuel rail in excellent condition . No injectors or fuel pressure regulator required but prefer with mounting bolts and spacers plus the injector retainer turrets and screws . Cheers A .

Can someone show pics and tell part numbers for the upper and lower insulators and O ring seals for a 96 S2 ECR33 . Cheers Adrian .

Ok I gived up searching . Are the seals used on RB25DET (R33) the same as SR20DE/T ? I gather the O rings are upper and lower on the injectors themselves and the thicker square section seals fit on/in the manifold and the rail locates inside them . What about the other little gadgets - caps of some sort . Would be good if Nissan (or someone) did a kit of seals to R/R RB25 injectors and if so part number . I suppose Brighton Nissan spares would be the place to look in Southern Sydney . Cheers A .