discopotato03

Hi Carl , yep all looks good . Phoenix wants an upper cut because that "GT30R" has a version of Garretts T3 exhaust housing on it . Don't know if you wanted it that way but either Garrets or HKS's GT30 housings will work better . HKS's , intended for the GT3037 - esentially the same thing , housings are more compact than Garretts and would place the turbo in a better position with regard to the engine mounting bracket . They were designed to work in kit form with that manifold on RB20/25's . Cheers A .

Michelin Pilot series tyres are available in three levels - Primacy , Preceda and Sport and the price steps up with each level . Check out the Primacy and Preceda if the Sport too expensive . Cheers A .

Yep LOL there is personalised degrees of nice . Confusion exists about "T66" and the back yard handle of 67 or GT67 . The T66 is a dinosaur by todays standards compared to the TO4R wheel (BCI-8D) . Unfortunately the Americans call many comp wheels by inducer diametre hence 67 ot GT67 for the 84mm 63Trim TO4R wheel . The "T66" wheel is larger at ~ 91 mm and smaller trim but not really equal performance . Matter of opinion but I stand with the Garrett engineers - 30 series turbine and 40 series compressor is not a very smart combination . HKS chose to take a big comp trim drop with their exclusive GT3040 version ie 56T down to 50T . I can't believe this was done by accident . As I've said before you could get a HKS smaller comp trim GT3040 and fit the larger GT35 turbine but its not a cheap exercise . Cheers A .

The nippers don't want to ride in mums Pulsar any more . Cheers .

I'd be looking real close at the GT35R/GT3582R turbine map and note the total mass flow . There are some GT35R "Hi Flows" getting around but not my whissle to blow . Search GCG or Full Race Motorsport in US under GT3567R . HKS is supposed to have an experimental version of the GT35R as well . Just as food for thought , I've been told that even std GT35R's can bend turbine shafts if pushed really hard . Using greater capacity (and diametre) compressors is not going to improve reliability . The TO4Z uses the larger shaft (and bearing pack) which survives pretty well and is the same effective guts as larger GT37R/40R/42R/T51R etc . People need to realise that the GT35R is as large in the wheels department as the basic GT25BB centre section gets , in fact the compressor end part of the shaft is a little larger than most GT25BB turbine shafts . My ideas only but the GT35R would have been better with a smaller trim compressor like the HKS only GT3040R or GT3240R uses . Better to give the turbine less load to push against than to speed up the exhaust gasses (via smaller AR housing passages) which limits total exhaust flow . Someone else mentioned a TO4 Hi Flowed with a GT35R cartridge . This has been done in the US and gets you a TO4 exhaust housing instead of Garretts native GT35 housings . Possibly reprofiled TO4 "O" trim housings . Depending on what comp cover the "TO4" had it could be profile machined to suit the 82mm GT40 compressor . There is a cover that suits the TO4E backplate already so machined . Someone mentioned the GT3071R , this med sized animal can churn on paper ~ 440Hp worth of air - provided the engine is modified and tuned to do it properly . At least its turbine and compressor are large trim (84 and 56) and the wheel diametre ratio is good . You could look at it as a GT2835 with a smidge more turbine because thats what it is . Cheers A .

I remember Gary saying that the trouble with three litres is breathing through ports and valves intended for 2.5-2.6 litres . If so how much larger would the valves need to be and whats available that would fit ? Cheers A .

How easy like plugs straight in ? Cheers A .

They look very very similar to Garretts TA34-1 turbocharger . Same specs but Garretts actually has "Garrett" cast into the comp cover and their turbine housing is dimensionally the same . The term TA34 is the correct description of what many call T3/T4 hybrid though the turbine is TB31/TA34 not T3 . The compressor in those things is just a small trim TO4E wheel in a .50AR ratio TO4E cover . They are bush bearing and was told ages ago not a bad thing on an RB20 . Fred from Turbologic in Port Kembla (near Woolongong) has been selling the Garret version for ages . They were not developed specifically for Skylines . About the best feature of these things is the T3 flanged integral gate exhaust housing in .58 AR ratio and with its native turbine series works well on 2-2.5L petrol engines . Not my choise of compressor for that turbine but hey they were developed in the dinosaur days . Not bad if you can get the genuine one cheap , the other one - who knows . Price check . Cheers A .

From what I can tell staged turbos particularly on a petrol engine are complex to package especially in todays "shrink fit" engine bays . Most Diesels get it easier because many are said to be free floating ie no wastegates and that eliminates lots of dramas . I don't know for certain but I believe Nissan tried hard to make an efficient compact setup for the GTR's but thats not to say its not very involved on the exhaust side of the engine . To be fair they got low innertia turbo rotating groups (ceramic turbine /aluminium compressor) and double the wastegate area of your typical single turbocharger integral wastegate . In pure race terms Fred would probably have prefered to use a larger single but Group A didn't allow for that . You gotta feel sorry for the V8 brigade , at least they could lament that it took two hairdriers to beat the "iconic" bent 8 . I think the legacy of being beaten by one would have been terminal ... Production turbochargers have come a long way since 1988 and many of the benefits (and this is my opinion only) of twins are just not there anymore . Toyota is a good example of staged twins (I think ?) and later a larger single on the 1J / 2JZGTE . Their marketing arm may not have been able to stensil TT on the side of some Supras but arguably a bit more capacity (3L) and one adequate turbo made the 2J a good road engine (as opposed to a homologation special engine) . My vote goes to singles and todays production cars seem to be this way . There are a few examples of twins as in one per bank on a V6 or V8 ie TT VG30 and Audi's RS6 and for packaging reasons its way to go . Cheers A .

I'm yet to try Extreme 100 in my R33 but the talk is all good . Gary with this Refinery sharing do both mobs make this 100 octane E5 fuel for Shell ? I'm surprised other branded outlets don't offer it but maybe Shell is testing the waters . Works well in Charade G11 MON/RON test engine ! Cheers A .

Hi Duncan , what offset 17x8's did that R33 GTST have ? I have Rays 17x8.5 30P and plan to fit 235 45's when these noisy G grids wear out . Also though slightly O/T , if R33 GTR's had 245 45 17's on the back how did Nissan correct the speedo error compared to 33 GTST's std rolling diametre if the diff ratio and speedo gear is the same ? Cheers A .

Geoff would cut/shut manifolds be easier than welding a couple of bosses on the exhaust side of the head so that it had both RB25 and RB26 stud pattern ? If possible/practical it leaves all options open for 25 or 26 heads . Cheers A .

That quote from the post above makes the all important mention of tune with aftermarket - programmable computer . From Nissans point of view the factory inlet manifold was designed to be a good all rounder but as R31Nismoid points out its capable of passing 370 odd Kw 's worth of air . This is not too foul for a system designed for what - 184 ? Realisitically a T04Z compressor (in Garrett form) can pump ~ 75 + lbs of air so I'll say 750+ Hp or 560+Kw potential . I really don't understand why anyone would try to run it to its limit without an RB26 head and inlet system . I can understand why some people dont like the std T/B being high and pointing back across the cam covers (IC plumbing issues) but is the 120 deg pipework really that bad ? I would be more inclined to adapt the six throttle inlet system to an RB25 head than buy any aftermarket inlet manifold , but as has been thrashed to death the other benefits of the RB26's head/valve train are pretty essential to survive the revs required reliably at this power level . I'll be brave and say I think the RB25's (R33 anyway) hydraulic buckets would be more of a power limiter than its inlet manifold . If I really wanted big power reliably and be even vaguely streetable an RB26 head/inlet system is the go , otherwise I can't see how you won't paint yourselt into expensive corners . For those who want to hot up a street RB25 I reckon there's better ways to go about it than non std inlet manifolds . Only my 2c worth , Cheers A .

The turbobygarrett site under Power Stroke Diesel quotes 250 , 350 , 450 Hp but huge torque on I think 5.9-7L Diesels . The compressor maps for their GT4082 , GT3582R , GT4088R should give you an idea of how much air they can pump at given pressure ratios (boost pressure) . I have not confirmed if these are the actual compressor wheels used but its hard to believe otherwise ATM . If thats the case then around 550 , and in the 650-700 range for the stage 2 and 3 . Early days for this series ATM . Cheers A .

No I certainly DONT agree . Truck intercoolers use tubes with large passages for very high mass flow . If you look at OEM performance intercoolers used on cars such as the later Evo Lancers and the GTR's you'll see that the flat passages are not as deep as your typical Louisville core . From what I'm told the aim is to slow the charge air sufficiently so that enough time is availabe for the core material to absorb the heat in the air passing through it . The function of an intercooler is to transfer heat while posing the minimum flow restriction . If the air speed is too high through the IC's tubes it will not reject the heat generated by the compressor . The design of the end collectors is also very important , you want the incoming air to easily access all the tubes and to be ducted into the outlet with the minimum constriction . Have a look at the IC chapter in Corky Bells book Maximum Boost , the diagrams should put you on the right track . Don't forget to leave some airflow for the engines radiator core . Cheers A .

Hi all , Garrett has released three versions of their GT37 turbine based ball bearing turbo built around the same (I think) centre section as the GT40R (GT4088R) . I think they were aimed at the American gargantuan "Diesel Pickup" market ie Ford F111 ... and Dodge Cummins Ram etc . The good news is that the GT37 turbine is in 78 trim rather than the GT bush bearing versions 84 trim . I feel this turbine is a modern replacement for the BB T4 P trim (76T) found in the TO4Z cartridge and their T4 P trim/60-1 version of the "T3/T4 R" series hybrids . The GT37 turbine is ~ 72.5mm OD (inducer) so just under the P trim T4's 74.4mm . The US Truck vendors quote them as being stage 1 2 3 and as near as I can find these are the specs . St 1 GT37 72.5mm 78T turbine with 82mm 50T compressor St 2 GT37 72.5mm 78T turbine with 82mm 56T compressor St 3 GT37 72.5mm 78T turbine with 88mm 52T compressor . The specs I've seen show stage 1 and 2 having a .89AR ratio turbine housing and stage 3 a .99AR ratio . From fitting pics the turbine housing is twin entry T3 flange and integrally waste gated but don't know if its in one side or both . Compressor cover is port shrouded with the outlet having I think a V-band flange . Itys hard to say but possibly Garrett lifted the compressors from : (St1) their bush type GT4082 , (St2) their GT3540R/GT3582R , (St3) their GT4088R . Performance shops in the US ie AMS have been quick to offer versions with different housings for Drag Evo's amongst other things . I think they used some sort of Mitsy turbine housing and the TO4S comp cover and offer it as a direct replacement for their vewrsion of the GT3540R/GT3582R . If Garrett or HKS can make us GT style turbine housings in useful AR ratios this turbo would fill the void between the GT3540R/GT3582R and the GT4088R . In fact the stage 1 and 2 may be even better than the GT35R in some circumstances . A reprofiled turbine housing from the XR6T would be convienent if could be machined to fit and ways were found to clamp it to the bearing housing . Possibilities ..... Cheers all , A . PS : had some part nos but not at hand atm , later .

Honestly I think you need to drive a few of those cars in mildly modified form to get an idea of the real world result . I would be conservative with an RB20 because being 2000cc or roughly 330cc pots they have the greatest scope for lack of torque where they are driven most of the time ie 1000-3500 . They need reasonable gas speed on the exhaust side at sane revs or will fall flat on their face because theres no velocity with which to drive the turbine/compressor rotating group . If your prepared to bias the useful power range upwards thats fine but it then needs short rear gears and a close ratio box to keep it in the rev range where it wants to work properly . I guess its feels sort of like the motorbike scenerio - lots of revs or no squirt which is tiresome in a road car . There is an upgrade path to a degree with the std Hitachi turbos so if on a budget you could maybe shop around and buy a few cheap bits to optomise the drive result to your liking . It probably won't get you 230-260 Kw but its a practical and economic way to experiment without owing you much brass . As Cubes could tell you there is one version of the RB20 ceramic BB turbo thats esentially an early RB25DET turbo with smaller compressor and turbine housings . If yours is like this you could buy and fit the RB25 housings (plenty of 2nd hand housings out there where people have oversped their turbos) . I hear good results of the RB25 turbo upgrade and its cheap if you buy for the right price . Provided everything else (inc a really good tune) is good the performance should be fair for the outlay . If you go away from standardish bits the whole fitting business becomes a pain . As was mentioned HKS do model specific kits from mild to wild but they bolt up easily and the results are known . Other options such as Garretts generic BB turbos lead you into a grey area where the results are only known if you can try another car with a specific set of parts . Changing any associated part alters the effect and its a case of playing Russan roulett (SP ?) with your hard earned dollar . If it were me and I had a bit of money to spend Id think about either the GCG Hi Flow or HKS's GT2530 or GT2535 or GT-RS . The people who know can vouch for any of these turbos and the low end power is not terrible . If you get brave and go the GT2835 Pro S or one of the GT30 based turbos you will start to lose some low down go - how much you can accept is only known to you . Your call . Cheers A .

Yes I was thinking the same thing Roy . There was a recent string where someone used a HKS GT-RS on an RB20 and got similer performance to you but with std manifold and integral waste gate . It may have used slightly less boost - can't remember . Can't emphasise enough - that HKS turbine housing ie the T3 flanged one from the RB specific 2530/2540 and GT-RS makes it all easy because it bolts to T3 flanged manifold and uses std Skyline dump pipe flange . To have any hope of it looking std (cops/RTA) need this housing or a modified std RB20 or 25 or VG30 housing . At the end of the day his stainless manifold may not gain him much for the cost and agro involved . No cop (even Dickless Tracy) will miss it . If I had to have one on an RB20 it would have been T28 flanged and got around the major flange size drama with GT28 turbos . All of this comes back to how much the individual can afford to spend . Roy and the GT-RS user would be the ones to ask how high performance turbos affect the RB20DETs bottom end squirt . Probably O/T but I'd go the RB25DET route because there more torque to start with and they look/fit pretty much the same I'm told . 230 in a nice state of tune from a 25 is not rocket science . Cheers A .

Hi all , am learning about RB25DET differences because I like to take advantage of factory upgrade engineering when possible . It was said that compared to the R33 version the R43 Neo engine uses larger exhaust valves , solid buckets and different chamber and piston crown design . If the chamber is shallower I guess the piston dish must be deeper meaning Nissan could have been looking for better anti detonation qualities and no doubt lower emissions . If these engines use RB26 type con rods then that would also mean larger gudgeon pins wouldn't it ? I'm beginning to wonder what needs to be changed to fit the Neo engine to an R33 electrically speaking . To have the late VCT working properly would mean the R34 loom and obviously the ECU . Has anyone been down this road ? And no don't want an R34 Skyline . Cheers A .

Great info but starting new string . Cheers A .

Yes in the engine pic . Can anyone confirm if its an R34 type CAS and uses the 34 drive which I thought was different to R33 S1 , S2 96-97 . I need to know because there may be differences in plugs and the ECU signal . Want to find out for PFC compatibility and for cam upgrade path . Cheers A .

Search Fuji Motorsport and look for the 98 silver R33 with ...... $24990 on it . Take a peak at the engine pick . Sorry I don't know how to post links . Cheers A .

LOL the Le Mans Audi R8 uses a pair of Garrett TR30R competition specific BB turbos . As far as I can tell most WRC specials also use the TR30R . Very very expensive made from unobtaneum materials to be light and compact . The few pics I've seen show 5/10 bladed compressors machined from a billet on 5 axis CNC mill . The turbine I believe is the 60mm version of the NS111 found in 54mm form in high performance GT28BB turbos . The turbine housing is thin walled metalic though I think I heard mention of some space age composite being used at times . Tractor pulling , generally compound or multiple turbos in series - even dinosaur types can generate very high boost pressures without damaging themselves . Intercooling between the turbos helps lots with charge density ! Diesels cope far better with high boost pressure because of the compression ignition process . They suffer more from running rich than lean . Garrett Japan make turbos for HKS - well the cartridge anyway . This is why if you buy a TO4Z or one variation of the GT30R/GT3037 you are getting the same cartridge . If HKS can't get Garrett housings to suit an application they get their own made . Garrett do sell certain wheel combinations/trims exclusively to HKS . For example the GT3037/GT30R can be had from HKS in 48/52/56 comp trim but Garrett only market the 56T . HKS market the T51R BB in 76 turbine trim but Garrett will only sell you a GT42R (same family wheels) with an 84 trim turbine . Funny how some of HKS's products are better responding in certain situations isn't it , particularly when your paying more for less . Marketing ... Cheers A .

Hi all , been looking at S2 33's and it seems 98 models get what looks like a Neo style CAS . Does anyone know if this is the only difference compared to 96-97 models engine electrics/ECU wise ? Can I assume the 98's would also have the R34 Neo type inlet cam CAS drive . Thanks , cheers A .

The RB25 dollar question is which turbine housing AR ratio ? Guessing .81 AR . Cheers A .