discopotato03

Want R34GTT intercooler and duct .

If its what I think it is its flanged for the RB26 head not RB20/25 . Originally part of a kit with their old dinosaur TA45S turbo . ATP do a .82 and 1.06 AR T4 flanged housings but I think only for the GT35 turbine ie GT3582R and not integral waste gated . I think the 1.06 is split flange TO4 and the 0.82 open or single entry . Nice for RB26/30 .

Jensen FF (Formula Furgeson or was it Massi Furgeson) 4WD , the only dinosaur powered way to fly . Cornering not optional .

Good question Roy , I tend to think the reason may involve turbine housing AR and exhaust gas speed . Again I'd look at the GT3076R's turbine map and note the difference in flow between the 1.06 and the 0.82 housings . I just happen to have that map handy and the 1.06 has a maximum flow of ~ 26.5 lbs compared to the 0.82's ~ 23.3 lbs . Just for the record the 0.63 is ~ 20.5 lbs flow . Provided my mathematics is correct I get the 1.06 being a 14% increase in flow over the 0.82 and this would help with our 20% larger than RB25 RB30 . Hotter cam profiles genereally raise an engines state of tune and increasing the capacity pulls it back down . So with gas speed increasing by the 3L drawing through a 2.5L head/valves removing or reducing any choke points has to help . Its not very surprising that no one really bothers with GT3076R's on RB30's , the effort and money to make it happen doesn't justify only 200-220 Kw . In a way I suppose you could compare the difference of running the RB25 turbo vs the VG30 turbo on the VG30 engine . The larger turbine housing helped prevent the turbo from leaping into life when the engine was producing enough low rev torque . The smaller one would have made it very on off and very choked with any revs on the engine . I reckon if I was to run a GT3076R on an RB30 it would have to have the largest exhaust housing even though in this form it becomes unacceptably laggy on 2.5 engines . Garrett reckon they have this GT3076R/GT3582R area pretty finely sliced up but I reckon they read it wrong . As we know the void between the two is very obvious and not difficult to overcome but try telling them that . As for inlet systems I think it comes down to the intended purpose so for me RB25 on RB25 and RB26 on RB30 , expensive yes but cheap for competition grade equipment . Cheers A .

In the middle of the day ? give us a bit more credit ! No just looking at your Avatar ? Whatever that means , about films you like . Must be showing my age . Was from the second film "Aliens" , phrase went "Get away from her you bitch" . Shoot I do need a drink . Sorry back to con rods surely someone is making them cheap enough for RB30's not to have to remachine something in the ball park dimensionally speaking . I think I'd rather have a made for the purpose rod rather than one altered by hands unknown . No come back on an altered component . Cheers ....

The way I read it is that the revolving mass of the flywheel dampens out the power pulses of our multi cylinder piston pump . The advantage of an OEM weight flywheel is that the engine is less likely to drop revs and stall when the clutch takes up from a standing start , thats to say that the innertia or energy stored in this flywheel only has to move the weight of the car divided by its overall lowest gear ratio and not let the engine revs drop below sustainable running speed . Once your moving the disadvantage is that the load on an accelerating engine is higher just accelerating the greater flywheel mass . You may think yeah right but its this beating the innertia ie accelerating the cars weight plus all of the engines and drive lines reciprocating and revolving mass is what acceleration of the vehicle is all about - gravity and air drag aside . The lightened flywheel advantage is highest in the lowest gear and drops away as you step up the gears to a degree and this is because the car becomes effectively heavier as you pull each gear (less mechanical advantage through gearbox reduction) . There are other advantages of lower mass flywheels like as was mentioned engine revs drop much faster when de clutched because there is no extra flywheel innertia to hold the revs up there . All manual gearboxes really like this scenerio - particularly production like wide ratios - because when engine revs drop like a brick between gears you stand a FAR better chance of picking up the next "cog" . Its not well known that syncro baulk rings have a very hard time trying to SLOW down the input side of the box and driven plate when changing up from high revs . You can (and every rev heads been here) have an impossible time trying to grab 2nd gear if you've reved your car as far as it will go in 1st and attempt to slam 2nd . Very often won't go in or if it did not too many more times . Generally the cause of the infamous buggered 2nd syncros . Lightening the flywheel very much helps this situation and I guess you could say that the quick rev on the down change needs less fuel energy for faster engine speed transients . I reckon for the extra couple of hundred revs you may need above idle to get the beast rolling its money well spent . Anything that sharpens up engine response to accelerator pedal inputs is a large bonus . Nuther 2c spent , cheers A .

Gets warm in here . IMO lightened std flywheel and if real keen low innertia clutch . If someone can get 270 odd Kw from the usual GTR cooler/port job/cams/exhaust/PFC/GCG Hi Flow/pump and injectors this is great bang for buck . Would also have no trouble selling the thing when tired of it .

Some of the cast HKS RB manifolds have a port at the collector , will get faster reaction times if placed before the turbo which does absorb some heat . Some tuning firms like to have them closer to the exhaust ports (by 6) and can help assist tuning on an individual cylinder basis . EGT tells alot about AFR but finding the variation between cylinders is impossible taken at the collector . The laser temp sensors would be handy at the tuning phase . Cheers .

Actually R33 Racer I like the Alien film - I love the way Sigorney sez bitch .

HKS normally rate their GT2835 Pro S turbo at 420 PS . I imagine you can't buy a 2835 Pro S with the larger .87AR turbine housing because of the lag factor given that a lot of effort went into getting these things responsive . At least they did do the .87 for those that wanted it though expensive not being able to go direct with that option . I'll do a brief GT30 UHP series turbine summary for those maybe not in the know . 1) Unmolested GT30 84 Trim - 60.0mm x 55.0mm . 2) Cropped GT30 90 Trim - 56.5mm x 53.6mm . 3) Cropped GT30 84 Trim - 56.5mm x 51.8mm . No 1 comes in the real GT3071R , the GT3076R/GT3037 , the GT3040R and hateful GT30/TO4S options . No 2 comes in a variant of HKS's GT2835R (T28 flanged .86AR) , and Garretts upsized "GT3071R-WG" . No 3 comes in HKS's GT2835/R/Pro S and junior sized "GT3071R-WG" . Brief he said ... All these are squeezed into four cartridge or CHRA types which I'm gassing on about so that those who want to mix n match know whats what . A) 700177-0002 Cropped 84 trim turbine with 71mm 52 trim compressor . B) 700177-0003 Cropped 84 trim turbine with 71mm 56 trim compressor , (see No 3 above) . C) 700177-0004 Cropped 90 trim turbine with 71mm 56 trim compressor , (see No 2 above) . D) 700177-0023 Unmolested GT30 turbine with 71mm 56 trim compressor , (see No 1 above ) . Ok so thats the facts , if you want an integral waste gate and T3 flanged ex housing use either the HKS Pro S type (nothing available for 90T 2835R) on any of the above EXCEPT the real Garrett GT3071R seen above ie No1 and D . For this one you need the new Garrett GT30 integral gate type housing or HKS's version for their GT3037 Pro S . Do not bore out a HKS housing for the 2835 Pro S series because HKS moved the cartridge centre across which you can see if you have a pic of the GT3037 Pro S housing . This whole business of boring or re profiling non native turbine housings very rarely ever works , it can if the native turbines trim is being increased but OD changes alter the housings nozzle . The only stand out I know of is the GCG Hi Flow and I hope to one day see an exhaust manifold pressure test but thats another story . Fingers fried , cheers A .

Robbo yes you can buy a turbo from Garrett with the same cartridge but the housings , mainly the turbine side , let it down . If you get in quick and buy HKS's turbine housing designed for their GT2835 Pro S turbo you are 85% of the way there . The other essential difference is HKS's port shrouded compressor housing though you can get a Garrett version of this to suit your turbo . HKS would have used that style of compressor housing for a reason so a good chance it may suffer compressor surge without it . Costs of component changes could be getting up to the region of the HKS as is . Cheers A .

Depends on which type of GT3071R your getting , the dump pipe has to match the outlet on the turbine housing . Cheers A .

Yes thats the one , previous to the new Garrett housing it was the HKS 3037 Pro S one or some "alternative" arrangement . Cheers A .

I could never find conclusive proof but I believe all the shock wave tuning and other NA engine exhaust theories go out the window when there's a turbine housing/nozzle/turbine blades in the way . You can never have the situation where there won't be some slightly elevated exhaust manifold pressure that would not be there without the turbo . This is not to say that you can't have higher inlet manifold than exhaust manifold pressure and its this inlet side pressure bias across the cylinder head that makes scavanging work . IMO its very likely impossibe to make a turbo exhaust manifold scavange by it self properly because you get a pressure rise of some kind just downstream across the turbine housing . I'm told it has to be this way because one of the most important functions the turbine housing has is to accelerate the exhaust gasses into the turbines inducer blades . I'd say the mythical perfect exhaust manifold is one that at worst has no constriction points other than a very slight cross sectional reduction in diametre all the way to the turbine housing . Corky Bell goes to say that the exhaust "putts" don't like to be slowed down and sped up because this costs velocity energy and also tends to pump a lot of heat energy into the manifold itself , heat energy that could be better used to drive the exhaust gas into the turbine blades . I believe the whole exhaust system from the exhaust valves to the exhaust tip should be treated as a single entity and turbo/turbine/housing are a major part of this . Out of time cheers A .

What about the slightly destroked RB30 crank ?

Evolution of the SE-R Turbo part II , run a search on this and scroll down to the pic of the turbo and look at the article . It has links to the Extrude Hone mob and a bit of info on the process and applications . I think there's someone doing it in Sydney but can't remember who . Cheers A . PS can some computer person put up the link please .

Not offered but need R34GTT std intercooler and rear plastic duct . Cheers A .

I know of an article about a HKS turbine housing that was extrude honed in the US , I think there were some before and after shots as well . If I can find it I'll give directions because I'm not computer literate enough to know how to post links . What I do know is that part of the cost of this process is for making a feed devise to bolt to the item to be honed . If we are smart about this and use one or a small number of firms the economies of scale could help out price wise . Also importantly the people doing this work need to know and make sure they don't take too much out with this process because a huge oversize is not always an overall benefit . With turbine housings it can work very well mainly because it takes the ridges off the internal passage and reduces the depth of that boundary layer effect you get with fluid flow . Also any casting flash goes as well . The process is good for manifolds because it takes more from the constriction points ie round bends where its difficult/impossible to get at any other way . Provided the operator can be convinced that the item only needs a clean up all should be ok . Either Zoom or HPI ran an article ages ago where I think A VG20 quad cam engine had its inlet manifold runners "daylighted" by a large amount . I think they also "Bridgeported" a VL turbo inlet manifold as well . So care needs to be taken because it would not be difficult to make you nice expensive rare housing/manifold useless . Watching this space because there is the potential to get significant gains from externally std looking components . What the whallopers can't see can't hurt you I reckon . Cheers A .

Just in case you never get to see one the HKS GT3037 52T turbo has this on its ID tag . 700382-10 which cross references to CHRA or cartridge number 700177-6 or -0006 or -5006 . The magic BCI-18C or 76.2mm 52 trim GT37 compressor option that can't be had as cheaply as a Garrett GT3076R 56T . Stupid really , so much more money for a 2mm smaller inducer compressor - but thats marketing forces for you .

Yes Mafia , about all you could add is that the compressor cover is port shrouded and show the supplier that pic . When you get close PM me who and where from . I am not employed by or have any financial interest in GCG but I know Brett well enough to say a turbo is or isn't what I want . I can get there ocassionaly if need be . One thing to check with Garrett or whomever is that the propper GT30 integral waste gate exhaust housings are available now here in Australia . I have seen the GT3582R type at GCG but have not eyeballed the GT30 type yet . I have not been to see Bob at Chipping Norton for some years because they're a bit further out of my way than GCG . My advise is not to pester him over trivial things because he is busy, has limited time and patience , he has been around a long time and knows his stuff . Cheers Adrian .

Well Mafia it uses a propper GT30 turbine housing and turbine , and the compressor wheel is along more modern lines . The port shrouding will work properly because its designed to by big G . Last post edited and has pic of compressor side , do not be left alone with this pic . It won't be a Gen 3 off idle but its a goer once it comes on song - provided the engines in good nick and its tuned properly . Lithium - good my crystal ball batteries are about flat . They really do perform better with propper GT30 turbine housings . Like comparing a flash rim with a modern radial to the same rim with a 30 yr old cross ply tyre , both black and made with rubber but ....

That turbocharger comes complete with a TO4E style .60AR ratio compressor cover and with 4" (100mm) inlet . I'll post up a pic of it .

Yeah that what I thought too .

Hi Mafia , this is going round in circles because I'm not sure what you don't understand . Real GT3071R spec (no complete turbocharger number because its sold as a cartridge and housing kits) Turbine : GT30 84 trim (60.1mm inducer diametre by 55mm exducer) . Compressor : 71.1mm 56 trim . Cartridge number : 700177-5023 . Real GT3076R spec (complete turbocharger number is 700382-12) Turbine : GT30 84 trim (60.1mm inducer diametre by 55mm exducer) . Compressor : 76.2mm 56 trim . Cartridge number : 700177-5007 Some Garrett wheel families : Turbines : GT28 53.85mm . GT30 60mm normal version . GT30 56.6mm - cropped version like you have . GT35 68mm . GT37 72.5mm . GT40 77mm GT42 82mm Compressors : GT30 60.1mm . GT35 71.1mm . GT3071R uses these . GT37 76.2mm . GT3076R and HKS GT3037 use these TO4S 76.1mm . One of which you have GT40 82mm . GT40 88mm . Garrett turbo names are based on the turbine series numbers ie GT30 and nowdays the compressor diametre in mm . So this is why a GT3071R means GT30 turbine with 71mm compressor , R means rolling element or ball bearing . GT3076R = GT30 turbine + 76mm compressor and so on . I guess to the newbies they may think a GT30 turbo ment GT30 turbine + GT30 compressor . Nup . Just because both series are GT30 does not mean any association just a number . I can't remember which comp trim your turbos TO4S compressor wheel is . The upshot is its an outdated design but its basic size (O/D) is very similar to the GT3076R's compressor ie 76.1mm vs 76.2mm . Your turbine is smaller that the one common to the real GT3071R and GT3076R , the difference is 56.6mm vs 60mm . Because the turbine is identical in the two turbos you're looking at (GT3071R and GT3076R) they use the same identical series of GT30 turbine housing with either external or internal wastegate option . Now Mafia I can't say use the 71.1 or 76.2 mm compressor type because I've not been there . I have no idea what sort of spread of power you want or how you view response vs top end rev capability . Depending on which way you jump will affect the choise of turbine housing AR ratio . As I've said I would not put the 63 housing on the GT3076R , the Garrett engineers mentioned why and I must have typed it out 10 times on various sites incliding this one . I've also mentioned that the GT3071R is a bit fickle and likes to be spun fast and run at higher boost pressures to give off its best . My gut feeling is that it would take a .63 housing to pull up its bottom end on an RB25 but how much that chops off the top end is hard to say - should be a good punchy mid range turbo . I can repeat what I've read at Evolutionmnet (Evo Lancer site) , they reckon this turbo with the 82 housing is a little laggy and not brilliant top end but again this is on stretched 2L fours . I have not seen this turbo used with the larger .60 (vs .50) port shrouded compressor housing so cannot guarantee if it would make a positive difference - guesses yes but no proof . If I had to guess - and thats all it is - I'd reckon the GT3076R/.82 combination may be ok IF you had a really good port job and proven mild cams ie Poncams . I would not lower the 9.0 static CR and I would only tune for and use 100 oct pump fuel . I would use the HKS cast low mount manifold becausae its better than the std one and many fabricated manifolds are not properly developed so an unknown quantity . If you are not towing a family around and driving the thing in 50 km/h traffic most of the time it may work out alright . You have to remember that your asking an originally 250 Hp engine to live with a 500Hp turbocharger so every effort needs to be taken to tease out any extra low down torque you can get . If you cannot make your mind up use the GCG Hi Flow because people genuinely in the know really like them . I'd opt for the large or OP6 Hitachi turbine housing and thats just about as close as I can say to something that seems to be a very successful thing on a street /circuit rear wheel drive Skyline . I'm very sorry that I can't say use combination XYZ and you'll be rapt . What I am trying very hard to do is not get people to overshoot on their engines state of tune and be bitterly unhappy with the laggy slug . My own experience is to be a little conservative and aim for 90% of perfect and trade off a bit of top end for a far more usable bottom end - its where 90% of cars are 90% of the time . Now time for a rough and ready Stones Mac , cheers all .

I'm curious to know if the std R33 RB25DET head and inlet system (forgetting the VCT for a sec) works much if any better than the R32 RB25DE bits . Cubes did you say that the ports were a bit larger on the R33 heads ? Inlet manifold passages/plenum/throttle body ? If this is the case would the std R33 bits be a better basis to start with ? I think I'd prefer factory engineering to buzworks fancy fabrications manifolds . Only guessing but with the proliferation of R33's these days finding one of those top ends may be easier and cheaper initially anyway . Cheers A .