discopotato03

The turbo on those early RB20DET's was tiny and woeful so its really the first thing to attack , R32 GTST turbo or R33 GTST turbo would be good . You may find that they'll make better power and lean out the AFR's at the same time . RB20 turbo (R32) would probably be cheaper because of their percieved value . I can't remember if oil and water lines were different but if you get those from the R32 it should in theory all go bolt . Cheers A .

I'd like to see a GT28RS (GT2860RS) make 300 RWKW (400 RWHP) on any engine , sure thats not a typo ?

Matter of taste but I'd get the .87AR turbine housing version for an RB25 and definitely the Neo version since the better VCT should help pull the bottom end up a bit . I'm not 100% certain but it looks like HKS intended the .68AR housing for RB20's and the .87AR one for RB25's . Cheers A .

The real GT3076R is turbo number 700382-12 and cartridge no 700177-5007 . The Garrett engineers don't recommend the .63 housing on this turbo mainly because the 56 trim compressor makes more airflow than the exhaust housing can let the exhaust gas out of . GT30 .63AR exhaust housings are quite small inside when you look at them . Before anyone asks HKS made GT30 turbine housings in .61 .73 .87 etc but they also offered the 76mm compressor in 48 and 52 as well as 56 trim . Garrett only markets the GT3076R in 56 comp trim and in the US recommend a MINIMUM of a .82AR exhaust housing . Have a look at the turbobygarrett site under products/turbos GT3076R . Expand the turbine map and note the maximum flow of the three available housings . Maximum flow becomes the restriction if its not enough to be in step with the volume of air the compressor is trying to pump into the inlet side of the engine . Since it wants to choke up the hot side you can't take full advantage of the 56 trim compressors full capacity so its potential is wasted . I've read about good tuners in the States actually getting better response from this turbo and the GT3582R by using the mid or .82AR sized housings after someone tried the .63AR housing . I don't think I'd use a .63 on anything except smaller comp trim versions of the GT3076R/GT3037 or the GT3071R . No offense intended , cheers A .

Going off Garretts current numbering system a GT3071R is a GT30 turbine with a 71mm Major OD compressor . The GT3076R is same deal with a 76mm compressor instead . So 30 + 71m or 30 + 76mm - 3071 or 3076 . Personal opinion but the GT30 turbine is struggling with the 56 trim 76mm wheel so response is compromised slightly . The 52 trim 76mm wheel works well but is only marketed by HKS I believe , called GT3037 52T . The GT3071R is supposed to be a production version of Garretts competition only TR30R using their off (their) shelf wheels . In theory its good for 440 Hp but at high boost pressures . By response I mean boost threshold as well as the transient response of the turbos rotating group . Out of time cheers A .

Yes I'd want to know the turbine dimensions not just its trim . Just on the "cropped" GT30 turbine in the 2835 and 3071R-WG , its the GT28 exhaust housings that turn it all to shite not the turbine . The 2835 Pro S turbos use that turbine as well and they are not too bad but remember they use a GT30 based exhaust housing . Before Garrett released their new GT30 and GT35 IW housings I was told GCG had been using some other T3 flanged IW housing but I not sure what type . If it were me I'd be insisting on the real GT3071R with the full sized GT30 60mm 84 trim turbine . Garret now makes a propper GT30 IW T3 flanged exhaust housing and I would use nothing less on any GT30 turbine based turbo . Have a look at ATP's site at the REAL GT3071R , they don't mention "real" but its the one without the "WG" tacked on the end of it . The site shows a selection of exhaust housings so they can obviously sell it with the good IW GT30 housing . Cheers A .

I have a feeling it may be called Fabre Industries as I was looking into Piper Cross Panel Filters recently , do a search on FI . Cheers A .

I've not had the GTR experience but if the AFRs and timimng are right it should not be shoking if driven in normal mode . I got some pics somewhere of a couple of engines being tuned on Allen Engineerings engine dyno using Autronic map sensed computers . It seems they like to have a MAF sensor in front of the turbo and log the airflow input as they tune . Message in there somewhere .

Wouldn't be Fabre/Midel would it ?

Yep , pedal a little soft initially on late 96 S2 R33 GTS25T - no ABS . Does anyone sell the Master brace in Sydney ? Cheers A .

There are other options for the inlet side but depends how much fabrication your prepared to do . I'm personally not a big fan of the twin throttle body on SU manifold idea , the cast in balance pipe does not do kind things to flow and reversion problems arise if you use healthy cam profiles . I did have some experience with the factory L18 EFI manifold on an L20B that had been bored and stroked to 2340cc with interesting results . When the tiny (for emissions) L18 throttle body (TB) was fitted all was Ok , when a larger FJ20 TB was fitted it did not go much better . I think the problem was that the manifolds plenum chamber volume was designed to cope with 1800 odd cc not 2340cc and there was too much pressure drop in it from the larger cylinders drawing from it . I did have plans to cut and shut the largest plenum volume L6 manifold I could find but an FJ20ET got in the way first . I think the go is to use the largest factory plenum L6 manifold you can find on the L28 (or larger) L6's or they would suffer the same problems . For the Nth degree in zero loss throttling you'd have to look at multi (6) throttle inlet system which you can do with dual TB's x 3 but its not going to look real standard . Otherwise I suppose you may be able to do something with GTiR or GTR TB's but the L series 6 is wider between the middle two inlet ports from memory so not very easy . Exhaust manifolds can be fabricated but room is limited on an inline six , pitty the after marked didn't do a decent cast exhaust manifor as far as I'm aware . Probably better just to use the L20ET or L28ET manifold and try and spec a really good turbo for it . While I'm at it for those that may not know Garrett is finally selling genuine GT30 and GT35 exhaust housings with integral waste gates so GT30/35 series turbos just got easier - don't need the complicated external gate . Dennis has probably put more research into this stuff than anyone else I know of . Cheers A .

Good O , any pics ? Cheers A .

Dangerman I gather what you mean is you can get high loadings on the engine at low revs without it running up the rev range as it may in 2nd . I don't run an auto myself but I am curious to know if they have a converter "lock" like NA VL's did (I think) and if so can this be manually achieved (electrically) to get direct drive . Just a thought . Cheers A .

All those curves and Roy with no brakes ....

I imagine the only way any waste gate could affect the spool phase is it were not sealed shut . All the exhaust gas needs to be going through the turbine at this stage to get it up to speed . How well the IW performs I don't know , it seems obvious that the lower the exhaust housing AR the sooner boost pressure should reach the actuators opening pressure and open the valve (assumes all else engine wise being equal ) . The XR6's turbo actually used a smaller series ie TO4E rather than TO4S comp cover/backplate probably because Ford wanted to artificially limit how much air the compressor could pump and make the waste gate regulator (actuator) very sensitive . It was after all a low boost OEM application . So they use a large exhaust housing AR (1.06) and a smaller series comp cover in only .50AR to limit airflow . Under these conditions the IW seemed to work ok on a 4L six . As I've said in the past I would not use the .63AR exhaust housing on a GT3076R or a GT3582R because the exhaust restriction , once it gets going , eventually cancells out the advantage of the high flowing large trim compressors in both cases . Some unique cases such as the real GT3071R would be ok with a 63 housing but thats because they use a smaller (71mm vs 76mm) compressor and need the revs (turbo) to make them work . Also you may never see them but bush bearing Garrett GT turbos such as the GT3571 and GT3576 may end up with them though diesel app generally like larger exhaust housing AR's . The way I see it the limitation of most production waste gates is trying to get the exhaust gas to turn 90 degrees and bugger off out through the hole in the side of the housing . The higher the gas speed is the less it wants to know about doing the exit stage left . Corky Bell talks about the same sort of thing in the exhaust manifold section of his book Maximum Boost though thats to do with Ext gate placement on manifolds . If you can size your turbo right ideally the waste gate is only bleeding off enough exhaust gas to regulate the turbine /compressor speed to maintain a set boost pressure . If your engine breathes properly the boost pressure may not need to be super high and the exhaust manifold pressure should also be lower and the velocity also so the integral gate stands a much better chance of controlling it . Cheers A .

Yep though someone out here could probably fabricate it for reasonable money . It will leave you with only the choise of single entry ie non split pulsed large flange T4 pattern housings . Cheers A .

RB26 exhaust manifold won't bolt to RB25 head , different flange/bolt pattern . TO4E's are bush bearing turbos with lots of oil shear drag (read lag) when you need it least . Cheers A .

Given a choise the GT-SS's will do a far better job than 2510's . There was a lot more in the way of GT25/28 bits for HKS to play with when they specced the SS's . Definitely more suited to RB26's characteristics and drive experience nicer in a short rod shortish stroke engine thats designed to breath and rev . As I said talk to WilliamsF1 . Great long string and fantastic result . Cheers A .

Depending on what static CR you want possibly first oversize Nissan RB26 pistons rods and crank ? A few more cubic inches never hurts and RB26 pistons almost certainly best from the factory . Probably best bang for buck . Cheers A .

Firstly I'm not sure if you have those 2510's or by the "he" you are talking about someone else . HKS's GT2510 have been around for ages and ideas on matching compressors to turbines has changed . A 2510 is basically a 2530 with the less pereformance biased version of the two available GT25/28 turbines . Its obvious they wanted a lower boost threshold out of them (compared to 2530) so opted for the slightly smaller turbine which from memory has more blades and less open blades than the other option . If I was buying responsive turbos for an RB26 HKS's later GT-SS turbos do a better job IMO so do a search on those ones . There are also other turbos such as a few garrett variations along similar lines . I think WilliamsF1 here got really good results with them (GT-SS's) and bags of mid range torque from an RB26 . My personal very biased opinion on that engine is single turbo if starting with a clean sheet , I thinks turbos have (and are still being) developed that give little away to twins but all the support systems have to be good . There probably comes a time for very extreme power outputs where its almost impossible to fit one turbo and close the lid but the vast majority of people will never do this . I really hope the single/twin feud is not going to erupt again as everyone is welcome to their own opinion . Cheers A .

To answer your original question its very probably one of the multitude of variations of turbo Nissan put on RB20DET's . I've got one in the cave the same as that and I know its from an RB20 because of the small RB20 type exhaust housing on it . That grove in the compressor inlet snout/boss is an anti reversion groove , the RB25 type turbos have them as well . I think its unlikely to be off an early RB25 because all of those turbos that I've seen had the larger compressor cover (housing) and the casting is smoother and has "NISSAN" cast into it in bold text . Your compressor cover , like mine , is more of a silver colour that pale grey and the cast finish is pretty gritty . Another difference between RB20/25 comp covers is the size and bolt pattern of the compressor outlet adapter , both are three bolt but not interchangeable - RB25 is larger . I reckon its got the S1 RB25 cartridge and wheels in RB20 housings - factory . Cheers A .

For my two cents worth do the turbo last , it makes you more determined to eak the most out of everything else first and more time to research and absorb information leading to an informed choise . Cheers A .

Hi all , my R33 came with a Nismo catback which is very quiet . It has the rear muffler with two internal perforated pipes through it . Can anyone say for sure if these are restrictive and if so what fits this system thats quiet and flows well . The metal matrix Catco cat will be the first performance mod to this car and it would be good to keep it quiet . Thanks A .

Given the above choises I'd go the R32 GTST turbo because they make a good base line - at least Nissan thought so . The TT VG 30 used a T2/T25 hybrid turbo and I'd give that a miss . The early RB20DET's were a bit breathless and the best mods seem to be as much in the way of R32 RB20 bits you can throw at it . If it were me I'd be fitting the complete R32 head/manifolds/turbo + all electrics loom and ECU . The early engines had the throttle plates to block half the 12 inlet ports and open further up the rev range in an attempt to get some air speed and torque into an engine with small pots and a tiny bush bearing turbo . Toyota did this sort of thing with early 4AGE's but gave it up for better ports/manifolds/cams/CR and tuning . Nissan went to better porting/manifolds / engine controls and a far more responsive turbocharger . Cheers A .

Ok , its just that a friend of mine had Pre 30 series Skyline and it had those rear struts . Pretty sure it had an L24 in it . Cheers A .