discopotato03

Not that I'd put a Roytota in a Nissan , I am curioust to know if the 1JZ/2JZ were from a later era than the RB family so possibly later thinking involved ? I do know that they were supposed to be streets ahead of the 7MGE/GTE in bore and stroke and you don't have to weld the head to the block of the JZ's to get a reliable seal ... I was once told that in the 80's and most of the 90's Nissan was run by petrol heads and Toyota by accountants and this resulted in the frog connection while Toyota was a bit more proffitable . Its interesting to note that Toyota got into the US market with their 3L Turbocharged Supra while Nissan never did with R32/33 Skylines - don't think they were available anywhere in left hand drive ? I think I'll stick with Nissan because they seem to go and handle as a package , Toyota seem to go out of their way to change bits just enough to make people buy genuine model specific spares . The fact that Nissan developed the GTR to win means we get the benefit of what must have been a hugely expensive development programme reasonably cheaply . Cheers A .

Thats not what I said , I mean you can buy a Garrett TO4Z without the Garrett turbine housing and fit a HKS turbine housing to it . Far cheaper than the High Kost Spec unit complete .

In my inexperienced opinion single and a TO4Z can do the gas flow numbers . GT3071R's will only fit with HKS exhaust housings as these are the only T28 flanged GT30 housings I know of available . The "WG" version of the GT3071R is a dog so fit at your own risk . TO4Z's are handy because there are so many exhaust housings options out there ie T3 and T4 flange and single or split entry . I've seen a huge range of AR ratios ie from .32 up to I think 1.6x so very tunable . Its TO4R compressor is said to be very resistant to surge which is good if you need small AR turbine housings . You can buy HKS exhaust housings for them in T4/TA45 flange and probably fair to assume these are the most highly developed housings for the old P trim turbine in a performance petrol application . They are more compact than Garretts agricultural T4 truck type housings . I believe Cruiseliner has the HKS version so his opinion would tell the story . Cheers A .

Hi Cubes , an interesting read . I'll have to do a search on Silkoline oils as its not one I'm familiar with . I know Just Jap sell Motul but not sure if its commonly available everywhere . It sounds like we could use a list of REAL synthetic engine oils so as not to get fudged by the marketing mongrels and their shh - its really mineral oil with 11 more herbs and spices ... The Charade research octane lump has a gut full of 10-40 (I think) Magnatek because I always wanted to try something less viscous than 20W50 particularly in the winter . It is better for cold starts (rattles stop sooner) and no longer feels like its towing the car behind when I take off at 3 in the morning . Sigh - I had thought that Castrol "synthetic" 10-60 was a real synthetic but that "Oilman" doesn't seem to think so or do I have that wrong ? Actually I've been wondering a lot of late if lower viscosity oils with good "shear strength" can be used maybe we can run cooler thermostats to keep chamber / valve / bore / ring / piston temps down far enough to hold off detonation / allow a bit more advance under load . Food for though cheers A .

Gary (Sk) , what are your opinions of the AP PFC and this air temp probe business ? Cheers A .

When all boiled down its just a HKS spec Garrett GT BB turbo based on the GT25BB centre section . If the bearing cartridge and housing seals were stuffed I'm not surprised if it was a bit gritty . As I said it would have been interesting to see some pics of the compressor before the cover went on . Cheers A .

Hmm , any nice picks or links to pics of RB26 type single low mount split pulse T4 flanged manifolds . Geoff Raicer from Full Race Motorsports was talking about doing them in the US but don't know when . Cheers A .

Was the compressor wheel changed as it looked a bit chipped in the before shot . Cheers A .

I was under the impression that the RB26's plenum mouth air temp sensor could be made to work with at least the AP R32 GTST version with a few extra wires . De Jetro of no use to me , MUST run AFM . Thanks A .

Cubes had luck been out to lunch would plan B have been an R33 PFC ? I still don't have one or the Skyline to plug into it so maybe an R33 PFC would be the go . Actually since it will start out as a std GTST and end up with an RB26 head (not the RB20) would the R33 PFC work out cheaper ? The head obviously is GTR as is the engine harness and injectors/resistor pack and I only want to use one AFM probably Q45 . I'm not sure which set of bits to use and onlly want do it once . Also could someone please tell me if the sub harness that the engine harness plugs into for power supply is same or different between R32GTST and R32 GTR . Its the one that runs from the nearside strut tower and along the bottom of the rad support panel and up to where the boost control valve and I think ignition module is ? Sorry to be vague but have not been close to an R32 (any) for a while . Would be good if an R33 GTS or GTR PFC saved some dough . Cheers A .

Confirmed , All L covers (except L20B) essentially the same . L28 turbo I think had mount bosses for a crank trigger device but these are reasonably rare in Australia . Cheers A .

I think you'll find that any L series timing cover except L20B will do the job . To spell it out dont try L/Z or KA . All L's except L20B use same block height . I can't say for sure with LD28's but the rest of the L's should fit . Most common these days will be L16 , L18 , L24 and L28 . The only vsignificant difference will be the distributor mount adapter . Cheers A . PS am seeing Mr L series tonight , will confirm tomorrow .

Hi Cubes , I was hoping to get some kind of plate without metalic facings because of the "flywheel effect" and Nissan afliction with wide spaced 1-2 gearing . What was the go with that other thing you mentioned ? Also having thoughts of VLT sized flywheel in ally and organic linings if it could work . 26GTS thats hard to say because there are so many variables though gearing and useful power range are very significant , Gary's the one to ask . Back to Cubes , yes I'm concerned about wheel speeds as well so while the GT37 compressor (from GT3076R) could be used its hard to say whether a 3L engine could breathe through that cover at no/low boost and high RPM . The GT35 turbine and 82mm 50T GT40 compressor are probably a better speed match but the bit thats hard to know is if the 4082's compressor is the same profile and tip height as HKS's GT3040 . I don't know if its significant but I have seen mention of a "HKS GT3540R KAI" that was being used (2) for record holding GTR's but I suspect all they are is the T51R KAI comp on the GT3540R hot side - not sure , anyone ? I may have mentioned before that Garrett has been sneakily reducing their turbine trims on larger frame turbos ie GT4088R (78T) and T51R KAI/SPL (76T) and maybe this is on the cards for GT35 and GT30 turbines - who knows . The highest performance commonly available GT28BB turbine is 76 trim as is the TO4Z's P trim turbine . We could definitely use a lower trim GT35 turbine to speed things up a little while still having the 68mm OD to develop the shaft torque . Most GT turbines from GT30 series up are 84 trim and this is fine for low exhaust restriction but will affect the response of the turbine . I'm only speculating but Garrett is probably looking at minimum size and weight (read cost) of their turbos , and its probably more cost effective to have big trim medium sized turbines and housing families rather than smaller trim bigger diametre turbines with their bulkier/heavier/costlier housings . The choke flow may be the same but the energy recovered by the turbine will not be the same across their speed ranges . I think there is a market for these "wildcat hybrids" such as smaller trim GT35 turbines with 76mm compressors and or small trim GT30 turbines with 71mm compressors . Cubes if you have a closer look at that plain bearing Garrett GT4082 you'll notice that its 77mm GT40 turbine is 73 trim and I don't think its a mistake that they teamed a small turbine trim with a small compressor trim . You would also notice that the difference between the turbine and compressor diametre is small ie 77mm and 82mm . If you compare the turbine map of the GT4082 with the GT3540R (1.06AR) you'll see that the maximum flow is not too different . What does hold back the GT4082's airflow a little is the .58AR comp cover which is physically a little smaller than a TO4S .70 AR (GT3540R) . I did some searches a while back on that GT4082 and some quite liked it even with its plain bearings and the weird extended turbine outlet pipe . I reckon had this been available in BB CHRA with a little larger turbine trim ie 76 and a choise of 50/52/54 comp trims it would be a good thing - with appropriate housings . The GT4088R is basically that in 78 turbine trim but the comp side climbs to 88mm so its getting big/heavy/costly/laggy again . There really is not going to be a cheap way out of this . With what's available a GT3540R 50T gets into the ball park but the only way to tune the thing is with turbine housing AR and even this can't mimic the propper turbine trim . So I guess an RB30DET biased towards making as much low mid range as possible ie cams CR best pump fuel etc had something like this it may end up with a torque spread thats good for the street . Cheers A .

The people I know who do that sort of thing prefer the lightest possible components for best power to weight ratio . An all aluminium (block and head) engine would be probably better and a transverse one with acceptable production diff and gearbox ratios helps keep the costs down . Getting short enough drive shafts for the desired track width can be a problem at times so using small car bits is important . I have seen them built around a 1 litre 3 cyl Charade engine , 1600 stretched Suzuki Cultis engine and a Honda 1600 SOHC with CVT box . I would look into the all aluminium Diahatsu HD series 1600 16V engine (Aplause , De Tomasso G203 Charade) because its reasonably lightweight and has some interesting ratios able to be bitzered together . Rospen Motorsport (Ross Macenzie) knows these thing inside out from rallying them so for performance its reasonably cheap . On the dirt turbo torque is difficult to use because of traction issues - in Khana Cross anyway so I'm told . Cheers A .

Felixy69 that a lot of turbo for 470 Hp , LOL I be interested to know where it comes alive rev wise . G'wan post the pic , I'd like to see it and its T4 flanged manifold . Cheers A .

Fat32 I believe the top row are batch numbers and the bottom number is the cartridge or CHRA (centre housing rotating assembly) part number . My lists show that cartridge being in complete units numbered 725560-0005 (.64AR) , 472560-0006 (.86AR) , 472560-0013 (no AR shown) . The AR's being turbine housing AR . The 2535's are unique in that the compressor wheel is supposed to be 69mm OD rather than 71.1mm for the GT35 series wheels . My lists show that compressor wheel as 69 x 51.6mm and 56 trim . I suspect HKS had Garrett Japan reprofile a 71.1mm wheel down to this spec in order to be less laggy than the 2871 series ie GT-RS . Actually the 2535 has been around longer than the GT-RS - from HKS anyway - and I'm surprised they don't turn up on RB26's where people want a bit more than 2530's do but less lag that 2871's/GT-RS's have . The HKS blurb shows 2535's doing 340PS so it fitted in between 2530's and 2540's which are supposed to be rated at 320 and 350 PS . Any more pics ? Cheers A .

Hi Cruize , will definitely be watching your progress on the mild Masey Furgeson RB30/26 . I also like the idea of smooth torquey power for road - but in an R32 . I'm going a bit further with pistons for CR reasons but probably stick with modified std rods (larger pin diametre) . It would save money to use the std cams so not sure about this ATM . I too am interested in what would make a good road car clutch as I don't want to spend dollars on twin plate rattlers either . A turbo for the wagon is probably different to what you would use in a lighter car because its going to take a bit more torque to move it from no/low speeds in style . Gary has said that too low a boost threshold tends to make a car thirsty because of the extra fuel going down the holes to make safe torque when the manifold pressure goes positive . Where RB30 torque needs help from boost in a Stagea I'm not sure and trying to find the perfect turbo off the shelf is not easy . From what I see getting a turbo to boost over a wide engine speed range means the boost pressure itself is limited so as to not run out of exhaust or air flow . GT3040R's are not hard to find and tend to be cheaper than GT30R's and GT3540R's plus there are usually 2nd hand ones floating around from people who try them and remove them from RB20's and RB25's . Not my No 1 choise but making hybrids of the above is a bit more expensive and the result is not guaranteed . If I had to use a GT3040 it would be the HKS version because the compressor trim size is 50 rather than 56 and there's always the option of using the GT35 turbine and housing later if the exhaust side is a little choked up . If you could find one for sensible money 2nd hand it would be worth a look , make sure if you do that it has a T3 flanged turbine housing as well preferably in 1.01 or 1.12 AR ratio . Cheers A .

My lists for the GT35R or GT3582R as Garrett now call them show the cartridge (CHRA) number as 706451-5 . The complete unit part numbers are 714568 -1 or -2 or -3 depending on which AR ratio turbine housing it has ie 1.06 , .82 or .63 in that order . So if you order a GT3582R in .82AR ratio turbine housing its part number should be 714568-2 . Confirm that it has a 68mm 84 trim turbine and 82mm 56 trim compressor of the 6/12 blade GT family . The compressor cover should be a .70AR ratio TO4S type . Cheers A .

A/C yes doesn't blow cold , Pwr windows no , mirrors yes , will check rego in the morning . Certification sticker on inside of bonnet . Replaced front pads (Jap aftermarket ones hard as rocks and don't work cold) , replaced front tyres (Yokahama C Drive) , fitted SWR adjustable caster rods and height adjustable front struts with HDT rate Bilstein inserts . Already had camber adjustable strut tops ex Japan . New battery about 5 months ago as Jap Panasonic one died . Fitted rear Bilstein dampers , fitted Noltec idler arm bushes as new std are useless - actually whole idler assembly changed except arm because its not a wearing part and not easy to remove . Fitted second hand heat shield because it was missing . Window seals good . Modified top tensioner and spacers . Cheers .

Some of those numbers quoted just don't add up . Firstly the smallest AR ratio GT30 exhaust housings are .63 from Garrett and .61 from HKS . I can only guess what you have in .48 AR ratio housing . The Cosworth Sierra (not RS 500) had a .48AR ratio housing with a single circular outlet that could be bored out and profiled to suit the GT30 turbine though why bother . A GT3040R in any form will be very laggy on an RB20 because its compressor is too big for the shaft power that a GT30 turbine can develop . The HKS version is a bit better because it uses a smaller trim version of the same compressor ie 50 vs 56 trim . If this is a propper BB turbo you must be way out of pocket if they have changed the compressor and turbine meaning housings as well . I think we really need to see some pictures of the thing and its ID tag though that may not tell the story if its been fiddled with . I just can't understand how those cork heads could put something together with a large compressor , medium sized turbine and small AR ratio exhaust housing . It sounds like a 700Hp compressor with a 500Hp turbine and a 280Hp turbine housing . No way it can work properly . Cheers A .

I think its around 105 000 , we reckon its original as the factory clutch was replaced about 16 months ago . The interior is very good for a car of its age . Will try to scan the article later or this evening . Its a little dusty so needs a wash before pics to do it justise . Time is my big issue . Cheers A .

Yes Dennis , came out for its bi monthly battery charge run yesterday evening . Still a nice drive . Cheers A . Edit : Its in HPI 43 P91/92 "The Good Doctor" .

You'll find it at Nissan Performance Mag.com Project SE-R Turbo . I don't have time to look but I think they may have been using their modified mouthwash (USDM pump fuel) and water injection , aquamist ? Cheers A .

No worries Biz , actually I stuffed up earlier on and was thinking RB20 . The real GT3071R is shown on the turbobygarrett site , you need to have a look at the turbo comparison sheet by clicking on the lower RHS of the small or medium or large frame turbo list boxes . Its the last of three and the table quotes 450Hp compared to 420 for the two victim versions . I looked at the maps for 71mm 56T in .50AR TO4E cover (GT3071R) and 76mm 56T in .60AR TO4E cover (GT3076R/GT30R) . While the maximum or choke flow is not too different the compressor speed lines are . The GT30R gets to ~ 50lbs air at approx 60% efficiency and a little over 115,000 rpm and 1 bar boost . The GT3071R just gets there at 2.2 bar (positive) and up around 145,000 rpm . So you can see that the 3071R is really spinning its tits off at twice the positive pressure to move the air . To me it seems that the 71mm or GT35 compressor is at its end in the TO4E series comp cover which was originally intended for 76mm compressors . The 76mm or GT37 compressor (GT30R/GT3076R/GT3037) would probably do a similar thing if used in a TO4S cover designed for 76 and 82mm wheels . Its difficult to make a direct comparison of the GT30R and GT3071R because they give different results based on comp diametre , trim size and comp cover series and AR ratio . The best results I've heard of on an SR20 was using a HKS GT3037 in 52 compressor trim/.50AR TO4E comp cover and HKS's .73AR non gated T28 flanged GT30 style turbine housing . I think it came on boost at 2500 rpm and made around 400 ponies at the wheels of a Sentra SE/R . It could have been an old article from the American site Nissan Performance Magazine . By best I mean usable on the street , don't know about the front wheel drive though . O/T but its far far simpler , and cheaper , to fit a GT28RS on the GTiR exhaust manifold for ~ 300 at the wheels - assumes early high port head . Its what I'd do for a road car because larger turbos raise the state of tune enough to make them tiresome to live with . Also the GTiR's quad throttle inlet system fits the early head . I'd do this because it fits in with the more flow and power for less boost . Factory engineering is hard to beat when they've developed homologation special performance bits . Cheers A .

The turbine housing has Turbonetics "T" on it though some mobs copy anything . It would be good if the exhaust outlet had the cap removed to show us the turbine .