discopotato03

It probably goes against the 6 cylinder grain but a quite easy conversion for S13/14/15 is the KA24DE . USDM S13's and S14's got the KA24E and KA24DE std , no SR20DET over there . As you'd expect they have plenty of turbo conversion bits for their KA24 cars . Being a big 4 cylinder they can make stump pulling torque without roticery revs - 600 odd cc pots . Can get everything for them in US , rods/pistons /exhaust manifolds/cams/springs etc . I'm nearly certain that the KA block/sump uses the full circle type bell housing set up just like the SR does so straight in . Also luckily our poverty pac Navara uses an 8.6 CR KA 24DE and a slightly cheaper version of the RB25DET style transmission and rear box yoke . Don't quote me but I think the Yanks found a way to interface the SR Apexi PFC as well so injectors and MAF sensors no issue with tuneable ECU . I personally think an RB is very long for the S series engine bay and can have cooling issues . I also have to wonder what the extra weight on the front end does for these cars . Just a thought , cheers A . PS - Be real nice if the GTiR inlet system could be persuaded to "fit" .

I need a cheap std boost control solenoid vave for its plug and wires , actually both sides of plug better if you are prepared to cut it off the loom . Cheers A . (In Syd) .

Hi all , want cheap/dead boost control valve for its plug and wires . Fitting Apexi boost control kit and want factory plug . Makes it all neat . Cheers A .

A bit more depth in the end tanks would help spread the joy er air around a bit ....

Anyone got an R33 GTR fuel pump for sale in Sydney ? Cheers A .

Interested in fuel pump but pretty dear considering its 12 + years old . Will get back on this one . Cheers A .

Hi Dan , may I have a pic please and whats the damage . From R34GTT I gather ? Thanks Adrian .

Hi all , looking for standard plastic intercooler duct from either an R34GTT Skyline or Series 2 Stagea . Prefer in Sydney . Cheers Adrian .

Aw shucks , I needed this info last night . Can you sell me the duct please ? Also in Sydney and could possibly pick up today . Also pics of the duct please , is it like the pic posted above ? Thanks , cheers Adrian .

Thanks for the pic , really wanting one like that if possible - is that one Stag or R34 ? Any up for grabs ? Cheers Adrian .

Does anyone have any pictures of the standard R34GTT or Series 2 Stagea plastic intercooler duct ? I have an R34 SMIC to fit into my R33 , this car has no duct or screen just the hole through its 400R air dam extention . If there is something made up I'll take it otherwise its make a one off I guess . Cheers A .

Now have R34GTT intercooler but need the duct . Cheers A .

After a set of these preferably in Sydney - can pick up . Parts to be in very good condition . Cheers Adrian .

Something weird about that turbo . My notes show CHRA no 700177-0012 as being a GT30/TO4S 56T cartridge so not a typo - 700177-5012 ? Also that turbine housing is not Garrett or HKS so someone is doing something based on the T3 flange and the Hitachi dump flange pattern . Notice how the clamping area around the turbine outlet (opposite side to waste gate) is quite narrow meaning the dump pipe would need to be matched and some non std gasket used . Also that oil drain fitting , I would be reluctant just to clamp a rubber hose to that and not expect heat to kill the hose . Steel pipes in this area are generally the most reliable . Be interesting to see the results this turbo gives , cheers A .

Whats the damage for the compressor housing ? Cheers A .

FJ Turbo injectors are around 2.3 - 2.4 Ohms (sp ?) . Most reasonably high capacity (production) injectors are . If you are contemplating aftermarket ECU's check what they say about their injector drivers . The more common system is high resistance / low current rather than the other way round . The performance system was low resistance high current but the ECU's drivers have to be able to power them . This type of injector was designed around the peak and hold system (high current to snap the pintel valve open and less so to keep it open - the spring shuts it when the injectors solenoid is de energised) . Larger single orifice injectors have larger (and heavier - for the lightening fast on off bop) pintel valves so they need high current to shift them particularly in a turbo engine environment where positive manifold pressure pushes fuel rail pressure up with the FPR . So the higher the fuel pressure is the greater the effort needed to lift the valve off its seat against fuel and spring pressure . Cheers .

Most people fabricate a caliper mounting bracket and bolt it where the drum brake back plate was located - use all four holes . A word of warning here - be very very sure of who does the fabrication/engineering in this area . I have seen a caliper bracket fail and take the caliper and its severed hydraulic line round inside the wheel till it all locked solid . Not nice to think of one rear wheel locked and little or no brakes left to save your life . Cheers A .

Need more pics , compressor end looks like TO4E of some kind . Can't really see enough of the turbine housing to have any idea , need pic looking at exhaust turbine side . Can you type the numbers on the ID tag as well because they are not very clear in the pic . Cheers .

Yes I would like to see the turbos ID tag numbers as well . Also curious to know which exhaust housing . Cheers A .

Lift the lid on a late Patrol and look at how long that engine is let alone how heavy - shut lid again and call it a day . Cheers A .

I'd be removing the oil supply line from the block and cranking the thing over (don't let it start) to see if oil is getting to this point . Should not be too messy with a rag at the ready . If this works ok I'd remove the oil line itself and blow through it to see if its blocked . Look for kinks or any signs of being crushed/burnt etc . It won't hurt to drip feed some CLEAN oil into the turbos oil inlet as well . Given time the oil should drip through the bearing housing and out the drain hole underneath - I'd remove the drain pipe to be sure . Hate to be the bearer of bad news but ball bearings don't like being spun dry or nearly mainly because of the speed these ones run at . Its impossible to say if the bearings have been damaged or not . I think I'd want to at least remove the dump pipe and spin the thing with my fingers to see if it felt rough or for excess shaft movement . If not sure remove the unit and get it assessed by a specialist . Cheers A .

In Sydney and need these part to be in very good condition . Can pick up . Cheers Adrian (DP03) .

Hi , I need a std side mount intercooler and plastic shroud from an R34GTT . Cheers Adrian .

Hi Mafia , yes there is a lot of truth in what Bob says and its significant that you are tuning the thing closer to what it needs to run well . Personally I think an all GT wheel turbo can do it better particularly in a native GT style turbine housing . With the turbine your turbo has the largest T3 flanged IW turbine housing available is the .87AR HKS GT Pro S type . I don't remember which turbine housing you have ie RB25 or VG30 but the larger one could be an option if you are not already using it . Its logical to expect it to lose some response but that will depend on how high the turbine inlet pressure is ATM . At planet Potato we believe anything that can be done to reduce turbine inlet pressure is a huge bonus . We also believe that compressors with lower energy requirements are the go . Turbocharger rotating assemblies that idle or "windmill" faster give the best transients or rapid accelerations when we're "on the floor" so to speak . I guess the tough decision you have to make is do you spend the dough on another turbo or tune what you have and live with it . Others seem to be rising to the task in this are so you could sit back and wait for their results/opinions . I am fighting the urge to buy/build a 52 trim GT3076R/GT3037 ATM but will cost it out anyway . So depending on the best cut throat price for the HKS unit or a "built" equal we shall see . Maybe if there is enough interest and people brave enough to put up the dough a group buy could help through economies of scale . I think I have a map for the combination though not a Garrett one , I seem to remembering it hitting the wall at around 40 lbs airflow so a conservative 400 Hp/440 pushing is probably its limit . I should ask Brett if the bush type GT30 turbine is available and if it can be made to fit his XTR type RB high flow cartridges with the 76mm 52T GT compressor . Just a thought . Cheers A .

Just to throw in a wildcat what does everybody think of adapting someone elses OEM Inline 6 manifold to the RB20/25 ? Probably little chance of any component carry over but we just may find that OEM millions spent developing a manifold that works may be able to be grafted on to fix this over cam cover TB business . Does anyone know for example if any of the Toyata X MGE or 1/2 JZ manifolds can be adapted . I believe they are opposite way around to RB but any potential to cut/shut mix/match bits to make something up ? This probably sounds a little crazy but I'd much prefer an OEM plenum design over the glitzy sheet jobs that fit but are of unknown quantity . Sorry folks , too much blood in my caffine supply . Cheers A .