discopotato03

Yep and should have a dash "-" followed by more numbers . 700177 I believe means GT30 turbine in GT25BB centre section , the dash numbers mean compressor spec generally . Cheers A . Charge light still yellow .

I'll give it a go . Air being centrifuged off the compressors exducer area (squared off outer tips if you like) enters the diffuser area or channel between the flat inner side of the compressor housing and the inner side of the housings back plate . This is designed to slow the air down and convert velocity energy into pressure energy . Now you need to understand the difference between static pressure and total pressure . To read static pressure you can tap into a compressor housing and run a pressure gauge . To read total pressure you would need a Pitot tube or an upside down "L" shaped tube with its hole facing the approaching air supply . So static pressure on one hand and total pressure on the other . Getting back to the compressor housings Area Radius ratio , the higher the ratio the larger the cross sectional area of the housing becomes . So with a larger passage the gas speed will be lower than it would be with a smaller one . The rest is my own theories . Firstly the compressor housing has to be able to pass sufficient air for the engine to breath properly in atmo and supercharged states . Secondly depending on the desired state of tune of the engine the AR ratio shoud vary to give acceptable total pressure between the torque peak and power peak - so many variables . Garrett has had most of the present families of compressor housings for some time . They seem to like the idea of going up one family size (ie T3 to TO4B or TO4B to TO4E etc) when they began using ball bearing cartridges and GT series compressor wheels . By this I mean for example some T3 comp wheels are approx the same outer diametre as the 60mm GT wheels but in performance apps get TO4B comp housings and dimensionally same backplate/diffuser diametre . This probably sounds confusing but TO4B comp wheels are usually 71mm diametre . I have to assume that 60mm GT compressors being true high speed wheels were capable of more airflow read higher that suitable gas velocity and therefore too restrictive with the T3 compressor housing . The 71mm (GT35) series comp wheels can have TO4B or TO4E series comp housings depending on required total airflow/velocity . The larger diffuser of the one size up housings can make for larger and wider areas of high efficiency though wheel trim can have a large say in this as well . I reckon that HKS did a sneeky on their custom TO4Z comp housing to cheat a little here ie not have to make a custom backplate and adapter ring to get the GT40 style comp housing on the std cartridge . Have to go out and recharge my brain ATM , back later cheers A .

For those interested the inducer or front of the compressor wheel diametre is a monstrous 2mm smaller with the 52 trim wheel vs 56 trim ie 55mm and 57mm . Also the HKS model specific version (HKS GT3037 52T) for the SR20 used at times a .50 A/R TO4E compressor housing . Others I've seen and assume specific for Nissan RB have a .60 A/R port shrouded compressor housing . I have a non Garrett map which is very similar to Garretts GT3076R map but with everything shifted left about 3.5-4lbs on the grid . The title says TO4 housing 76mm , 52 trim , 0.70 A/R . Its actually three maps overlayed on the one graph for the Diesel bush bearing GT3776 and GT3782 series turbos including the one mentioned as well . I can almost hear people thinking why all this fuss and bother over 4-5 lbs air flow . Well the point is that any workload you can take away from the turbine means the whole rotating assembly will have faster transients meaning a well trained hoof can get turbine response closer to throttle response . Personally I reckon its a better match of air to exhaust flow than the 56T version . Call it copy cat or monkey see monkey do but some of HKS's turbo options have used mid trim compressor wheels ie GT2835's , GT-RS's . Their GT3040 and GT3240 also use smaller trim compressors than Garretts closest marketed option . If HKS's reputation rests on its customers success or failure then success means they're doing it better than others in the market place . If they're doing it better with smaller trim compressors and shrouded comp housings than Garretts generic offerings then I think there's something in it . Cheers for now , Adrian DP03 . BTW I have no financial interest or any real info on this offering but testing the interest waters .

Finding out tomorrow I hope . PM if you have anything interesting . Cheers .

By front cover I mean the aluminium compressor housing or what some call "snail" . .50 A/R ratio ? All the GT3076R turbos from Garrett I've seen use .60 A/R port shrouded compressor housings . Check the ID tag , should say 700382-12 and or 700177-5007 for the 56 trim version . Pics usually tell the story Cheers A .

Lithium its hard to tell because everyones perception of no lag is different . People I know of say that the "GT30R" is laggy on an RB25 but as we know there are many variations of the GT30 ball bearing turbine based turbos and the real one is more the exception to find than the rule . What I found people saying in the US was that its not difficult to stay in cross over (higher boost pressure at compressor outlet that turbine inlet pressure) with this 52 trim GT3037/GT3076R . Granted they were using mild cams and headwork plus good exhaust manifolds but the turbo has to be good as well . They were quick to add that not very many years ago it was thought this impossible to achieve with production based turbo engines . I look at the GT3076R/GT3037 56 trim as a maximum ie the largest trim compressor wheel of that GT37 family made . As most know turbo manufacturers generally offer more compressor trim variations than they do turbine trims so in this case its largest trim GT37 wheel for that GT30 turbine . So in other words they are pushing the upper end pumping capacity at the expense of low end and lower mid range . The 52 trim compressor is the middle of the range and as far as I'm concerned can move enough air for the 250-260 Kw that most could get to the tarmac on street rubber . I also think these larger trim compressor variations want to drag their feet while the turbine gets enough shaft power up then build boost very rapidly ie medeocre torque then in with a wham and wheel spin city . To my way of thinking the mid trim compressor stands a better chance of being a bit more user friendly and easier to modulate power delivery with the hoof . If RC was right and the 56 trim version is good for high 400's Hp wise it could be way beyond what an RB25 with production con rods and pistons can withstand . I think SK once mentioned that internally std RB25DET's are living on the edge at much over what 270-280 Kw so any extra compressor capacity is adding lag for zip . For me I think this would be a nice road turbo and user friendly in an R33GTST with one of Garretts IW housings . The one to work on for a torquey RB30DET is I reckon a 52 compressor trim GT3582R but I'm leaning on the RB25 first . Gotta run , cheers Adrian .

Any details or pics ? Cheers A .

Here's part of an article from RC of Garrett North America for turbo sizing Nissan Sentra SR20's . GT3037: This is the mother load of turbos , get the 52 trim compressor and the .73A/R housing for good streetability and ` 400-425 whp . Get the 56 trim and .87 A/R housing if you can live with a little more lag and want 475 whp . Note that this was on 4 cylinder SR20's and with T28 flanged HKS exhause housings . Things are going to vary a bit with a six cylinder RB and Garretts exhaust housings are .63 and .82 A/R ratio in T3 flange . My gut feeling is that these should do similar things to the BB Hi Flow but with more modern wheel and housing designs so you'd think the transient response would be better . My opaque crystal ball reckons this would be the one for a good street RB25DET so we'll have to wait and see . Cheers Adrian .

Hi all , I need to know how many would be interested in having a Garrett GT3076R/GT3037 in 52 compressor trim . This option as far as I can tell was only ever offered by HKS and was the "non laggy real GT30R" . I understand that some will be available in March next year though how many and built or supplied from Garrett I don't know yet . The acid test would be putting one of these up against a BB Hi Flow and seeing the differences in all round performance . It may not be beyond the relms of having RB housings on such a cartridge so that at least it would air/exhaust wise bolt to an RB20/25 . If serious get back to me , cheers A . PS have some comp performance figures to add when I can look them up .

We really really need to see pics of this . As has been mentioned before the only unique parts of a HKS GT2530 (minus the turbine housing) are its compressor wheel - and I suppose the compressor housing but only because it was profiled by Garrett and has accurate clearance on the comp wheel vanes . Like any other turbo centre section the GT BB type have "consumable" parts of which the bearing housing is one . This is because the turbine end has a piston ring style seal running in a groove machined into the bearing housing itself . When the rear end bearing gets tired the shaft wants to orbit instead or running concentric the piston ring wants to bottom out/revolve and chew out the bearing housing grove . You should really look at the turbine blade tips to see if it has rubbed , they are well made to withstand heat and centrifugal forces but have minimum material out at the tips to reduce innertia so dont take kindly to kissing its housing at 130000 + rpm . I'd reckon a "rebuild" would consist of obtaining another GT2860R cartridge and fitting / balancing the assembly , bolt the compressor housing on and it becomes a "2530" . So the value is really in the compressor wheel/housing combination (provided they did not touch) because there is a good chance the rest is used up . Cheers A .

No one upgrading or parting out an R33 GTR ? Cheers A .

One aspect of the GCG BB RB25 Hi Flow is that they seem to hold their resale value quite well . You can go one of a couple of ways here namely price biased or performance (not to say you can't have both) but getting what you want can be compromised . In my biased opinion I would spend the dough on the BB Hi flow and save some with an Apexi PFC/Boost cont kit . The fact that both are designed to be pretty much bolt/plug in means less in the way of fiddly one off expensive bits to fit them . This is where you save a motza at times . Turbos . As others said the Hi flows based on the std RB25 turbo go back in and look std so difficult for the constabulary to question . Non std looking but effective would be R33 GTST specific 2530/GT-RS/GT2835 Pro S . ECU's . PFC makes things simple in my book , MAF sensor no disadvantage if you use the right sized one . Out of time cheers A .

I've got the feelers out with those that live and breathe SR20's in the US . Update soon I hope . Cheers Adrian .

I think theres a bolt head on the side of the bearing housing I think next to one of the water coolant holes . Try unscrewing that and see what happens . I think its a bearing preload adjustment screw but it may be retaining something as well . Its so long since I've seen one of those in bits . Cheers A .

At an American site (Nissan Performance Magazine - NPM) there was an article called project Pathfinder . On the later bottom end they go it out to 3.5L I think plus headwork and a cam for better torque . To each their own but I'd be careful giving purple hearts to a heavy vehicle , particularly one that has the gear reduction in low range that can break things . Low down stump pulling torque is what cross country vehicles like and in my experience their wide ratio gearboxes work better set up like this . Petrol turbo engines are probably not ideally suited to that app . I look for the article and post its title . Cheers A .

Want the above parts because they are supposed direct fit into R33 GTS25T . Cheers A .

Hokay , many arguments over this but how can I positively identify the 480 or whatever cc side feed injectors . There must be a colour and part number on them so can anyone state 100% what it is . Everyone seems to agree that JDM manual S15 turbo's have them . Cheers A .

If you can get a step drill it will stay pretty much on centre , self aligns . Cheers A .

Hey thanks for that crack , the Nengun ask seems pretty reasonable I reckon . I'll PM Performance Wise as they gave real good price on my PFC/Boost control kit . If his ask is sort of similar I'll have one . Can you keep me posted when you fit yours Cheers Adrian . PS. Id like to see that "pressure relief valve" because to me it looks like a pulse damper sort of like what VL's have on the external pumps mounting bracket .

Hi all , I'm a bit confused about R32/33 GTR fuel pumps and std internal tank surge chamber . I one saw a picture of the R32GTR's surge chamber and need to know if the R33 GTST has this as well . I understand the R32/3 GTR pump goes into normal R33's and is a common upgrade . Are the GTR pumps poisonous to buy new and is the 33 version a higher volume pump ? BTW don't need anything over the top just for absolute max 270/280 Kw . Cheers A .

Yes I have set of DR30 front struts and brakes on hand . I also have the rears ie calipers/discs/hoses/cables that bolt to disk brake style semi trailing arms . And a late IC FJ20T/loom/AFM/ECU and all the factory optional manifolds (both sides) . No CAS . Oh and the twin DR30 thermo's as well , and all internals for FJT gearbox . R32 GTR rad . All sorts of DR engine room bits and pieces looking for another garrage/engine bay to live in . Ask away . Cheers A .

Blown away . Sorry but why would anyone want any cold start compensation at much over 45 - 50 deg coolant temp if that ? The last engine/ECU , and a MAP one at that , I tuned with reasonably crude AFR measuring devices needed none over 40 deg coolant temp . I don't see a problem with 68 deg thermostats other than getting a little heat into the lube oil and any decent synthetic oil will have a quite respectable cool pouring index anyway . I am no tuning expert but getting the timing right was critical to how my engines behaved at no/light loads right across the coolant / inlet air temp ranges . Turbo wise I REALLY hope we dont take on the American practise of calling compressors by their inducer (inlet) diameter ie TO4R wheel being "66 or 67" . Its really confusing because a small diametre big trim wheel can have a similar inducer size to a small trim large diametre wheel . The TO4R wheel is ~ 84mm 63 trim and 66. something mm inducer . If Garrett were to produce it (highly unlikely) it would be called GT3584R . It sort of fits between the GT3582R and the TO4Z (BB TO4R/P Trim) but built on the GT3582R's GT25BB centre section rather that the big shaft BB centre section from the TO4Z/GT4088R/T51R/GT4294/02R etc . My rant for today , cheers A .

Interesting conversion that one . I was thinking about using the Garrett equal to the GT-RS but with a GT30 turbine and housing . This turbo has the 52T rather than 56T 71mm compressor and the Nissan/Garrett style TO4B comp cover ie the two bolt inlet and three bolt outlet . So the cold side outline is more compact than the 3071R's TO4E outline so possibly removes the flange spacer issue . As always the turbine housing is the stumbling block so the new Garrett IW housing in .63 or maybe one like you have . I should have asked for some pics of inside that housing before you fitted the turbo , such is life . Be interesting to see the next tunes result , plus details of that exhaust housing because it has all sorts of interesting possibilities - depending on which turbine family it was designed for ie GT28 or GT30 . Cheers A .

An interesting read from the sidelines for those like myself who don't go with automatics but are interested in problems and solutions . One above did mention the issues with power/torque increases and living with at times a higher state of engine tune ie power range moved up rpm wise . In my inexperienced opinion getting the transmission to stand up to the changes with lots more torque and revs will be quite a challenge and if the ask is a smooth change someones really got their work cut out for them . Far from impossible but need articulate minds and probaby lots of time and financial resources . The future seems to be (as mentioned) Continuously Variable Transmissions which have gone far beyond econobox class cars (Micra ?) to Z's and even into the heavy transport arena . They help solve problems with earlier automatics but rely very heavily on electronic brains to make it happen . OT I know but I'll stay with manual because it changes when I tell it and is divorced from the engine control systems . I think at times it valuable to know whats about to take place rather that hope the electronics act predictably because sometimes they don't . We shall see , cheers A .

Trying to read between the lines here , are you attempting to beat a boost creep issue by doing this ? A problem can exist where people think the waste gate acts as a pressure relief valve which its not intended to do . It is possible at times to make the situation worse by giving the exhaust manifold pressure greater area with which to act on and force the flap valve open . If exhaust manifold pressure (turbine inlet pressure) is the problem the usual fix is a larger AR ratio turbine housing or smaller compressor / compressor trim . Cheers A .