discopotato03

I did put a thread up in the forced induction section . Long short . I measured the OE oil filter mounting base at around 71.5-72mm , this was with a hardly exacting plastic Vernier calliper . I also got in behind that mounting flange with a telescopic small mirror and the Z115s seal is fully supported and cannot blow out . This is on a 96 model R33 GTS25T . I've got around 500 km on that filter and its clean as a whistle underneath - no leaks . What I can say is that my OE oil pressure gauge appears to be showing slightly higher hot idling oil pressure . I don't know how accurate these are but it looks good for a 200K old never been out donk . For a highly modified engine ie with higher volume pumps and using higher viscosity oil (than say 10W40) and high revs , over kill on the filter probably isn't a bad idea . One of the attack squad from the other thread mentioned something about the system going into "full bypass" or not . Unless I've missed something obvious I'd like to know how you tell - other than finding a bypass valve with a stuffed spring . Back in the L Series days we used to rebuild engines with the bypass valve removed and the hole threaded and plugged . With regular oil and filter changes it was no issue . Also in those days most engines used 20W50 grade oil . I don't believe in "modern" thinking with tiny filters - particularly with these extended oil drain periods ie 15-25000 km . The best oil in the world still has to absorb crud over time and small filters can only trap so much As I mentioned somewhere go look at the filter on an R35 GTR . I haven't checked out OE but the Ryco replacement is from memory a Z411 , tiny for an engine like that . Z411 is the suggested one for Mitsy engines like say a 4G69 in Lancers and Outlanders , and sadly 4G63Ts . No way I'm using that on my Evo 6 . Anyway to each their own . A .

If you mean Z115 yep , we were gutting them 30 years ago . No one bothered with 145s because they were considered to be a small 4 cylinder filter . Actually Datto A series engines from memory used longer versions of the 145 . Inadequate is questionable , I see no reason not to make the situation better . Some people will tell you that what is considered overkill now was once called over engineering . Anyway I didn't come here for an argument , just to say what was doable . To each their own .

I can continue if there is some genuine interest . Firstly to the haters , if not interested go vent somewhere else . Basically - f**k off . I've had my R33 since 2008 , aways though the std filter was smallish . Honestly I've never had lubrication issues with this car and you probably won't if you change your oil and filter at around 5K . I converted to Japanese cars back in 1989 and they happened to be Bluebirds with an L20B four pot . Many people I knew from then , including one rally based workshop , lived and breathed cars with L Series engines from 1600s to 280Zs and MR/DR30s . Many used Z115 filters . In the mid late 80s later engines turned up like KAs CAs SRs RBs etc and oil filters started to shrink . In fact since these and other Japanese engines were around the filters shrunk even more . Heaps of people over the years noticed that filters they were buying with the same part number got smaller . I sure the service and parts suppliers told you all that filters were getting smaller and more "efficient" . I call bullshit . I reckon its more to do with bean counter cost savings and "green" reasons than anything else . IMO reasons for smaller filters , cheaper to manufacture/store/transport and throw away crush/dispose . So why did I fit this Z115 , simple . More filter area . Fits no mods or special tools . If anything easier to grip and get at because its a bit longer . Owes me $17 . Has anti drain back and no internal bypass - like OE . Where's the down side ? Lastly go look at the std replacement filter for an R35 GTR , f**k that .

Long story short largest capacity Ryco oil filter that fits a 96 GTS25T on the OE housing is a Z115 . Anyone that wants any details feel free to PM .

Nope just wanted something better than the tidly Z145a .

Forgot to add . DO NOT use Z9 filters on anything except early Fords . Z9 is essentially a Z115 with an internal low pressure bypass valve . Nissan not surprisingly has the bypass valve in the oil filter/cooler housing on RB25DETs and I think 26s too . Z9s were always cheap and a low pressure oil filter bypass valve is not good unless you hate your engine . Back in my early Datto days a Z9 was around $9 and the Z115 I think $13-15 . A .

Can replace Z145a with a Z68 or Z37 on RB25DET AFAIK . Z145a 100mm high , Z68 120mm and Z37 140mm . All are around 82mm seam diameter . The seal OD for the Z68 and Z37 is about 70mm where Z145a is 63mm . Oil filter mount on 33 spec 25DET is around 71.5-72mm OD . I fit a Z68 on my RB25 today and all good . Next time I'll use a Z37 . Edit . I did find a Ryco filter Z581 that's the same 3/4 x 16 thread and with a 71mm seal OD , and from memory it's around 180+mm long . Will get back seam diameter . I think it is intended for a VW Transporter T4 ? Bit exy at 35+ bucks . Even if the can diameter is too big for the std location you could possibly use an oil filter "sandwich" to space it out a bit . Or a cheaper option could be to use the sandwich with a Z115 like the old Datto L Series cars did . These are 140 high/94.5mm seam diameter/70mm seal OD . Like Z145a Z37/Z68/Z115 have no bypass valve in the filter (cause the engine has one ), but they all have an internal anti drain back valve . For the nail biters I had a good look in behind my Z68 with it's larger OD oil seal and there is no overhang on the engines mounting base . In other words the seal can't blow out and leak . As always check yourself if you use these filters . Cheers A .

Hi and thanks for your time . What I was actually asking about was the face where the filter seals against on the aluminium housing with the water oil heat exchanger on it . This is a 96 GTS25T by the way . I removed my standard Ryco Z145a filter today and the diameter of the filter mount is around 71.5-72mm . I had a Ryco Z68 here so I tried it and it works fine . Its basically same thing as Z145a but its around 20mm longer and its seal diameter is about 70mm . Z145a is 63mm . I cleaned everything up and got a small mirror on telescopic handle to see behind it . I can confirm that no part of the seal is exposed so there is no way it can blow out and leak . I went for a drive and confirmed no leaks . I've looked further and there is another filter - Ryco Z37 , that is same as the Z68 but 143mm long rather than 120 . Z145a is 100 long , or high if you like . Z37 was standard I believe on 70s/80s Cressida's and HiAce so easy to get and not as expensive as filters on some late piles of garbage . If you want even larger I can't see why you couldn't fit one of those inexpensive filter "sandwich" plates , to space it further out and use a good ole Z115 like all the old Nissan/ Datsun L Series engines used . These are also 140 odd mm long but larger seam diameter like 94mm vs 82mm . Same 70mm seal OD . These won't go directly in the std filter location because the filter body and rim is too big in diameter . The Z145a and Z68 only just clear the webs near the water oil heat exchanger . The filter sandwich plates are advertised as around 28-30 odd mm deep so may get out past obstructions for a 94/95 mm OD filter ie Z115 . Please don't ever substitute a cheaper Z9 for a Z115 . They have a lowish pressure bypass valve in them , which you don't need as RB25DETs have them on the engine side of the filter . Z9 was for early Fords , nuff said ... All these filters I've mentioned (except Z9) have the same features as Z145a , ie no bypass valve/have anti drain back valve/no anti siphon valve . I am not a fan of todays cars thimble sized oil filters , I reckon more capacity is better within sensible limits . Lastly and a little OT , for anyone interested my Mitsy Evo 6 wears a Ryco Z79a because its larger than the now std piddly oil filter and clears the oil coolers banjo bolts . Z79a is standard for Mazda 323s back in the carby days so again available and not as expensive as the current trend of thimble sized oil filters . Take care and cheers from DP03 . y

The GT37 compressor in 56 trim was around 76mm on the inducer and around 57 from memory on the inducer . Turbine housings , you should be able to buy them in T3 flange to suit a Garrett BB turbo with a GT30 turbine . If running an integral waste gate should be easy to get . You cartridge is the same as that GT3076R 56T got . The part number is 700177-7 , sometimes shown as -5007 . In the GTX gen 2 era the bearing pack changed to the G series type and the part number changed as well . You could get a new old stock cartridge or a later one as they are supposed to be interchangeable in the turbine and compressor housings . And I did look , T3 flanged non gated .GT30 single scroll housings should be available and are V band outlet . Or you can use the T3 flanged integral gate ones with the Ford XR6 style outlet , been done to death on factory RB25 exhaust manifolds . Gated or not gated housings aren't cheap as they are made of Ni resist material . Cheers , A .

Hi all , if anyone has access to an S2 RB25T engine could you please measure the diameter of the base where the oil filter seals against . The standard Z145a seal diameter is supposed to be 63mm OD , if that base is 70mm or larger we could use a Z68 filter which is basically same thing but 20mm longer . Thanks in advance and cheers from Adrian .

The GT37 compressor in 56 trim was around 76mm on the inducer and around 57 from memory on the inducer . Turbine housings , you should be able to buy them in T3 flange to suit a Garrett BB turbo with a GT30 turbine . If running an integral waste gate should be easy to get .

Hi , just happened to look in . I would have thought that most GT3037's on an RB 6 would have used a T3 flanged turbine housing . What kind of manifold do you have ? Do you have any pics of the turbo/manifold mounting flange area . Cheers , A .

I had a similar long term issue that got steadily worse . It turned out to be dodgy immobiliser .

Hi all , just in case you have a sick HKS GT2530 I noticed you can buy new cartridges for them through ATP Turbo . Cartridge part number is 446179-21 . https://www.atpturbo.com/mm5/merchant.mvc?Screen=PROD&Store_Code=tp&Product_Code=CHRA-GT2530HKS&Category_Code=CHHKS

This is a link to a more recent Garrett catalogue and the unit of that turbo part number . https://www.garrettmotion.com/racing-and-performance/performance-catalog/turbo/gt2860r/ It doesn't look like the part numbers mentioned above because these have an updated center section and bearing pack than the earlier GT/GTX gen 1 units . I'd take it up with the supplier .

And here's the details for the GT2860R - the 707160-5 version , again note the turbine dimensions and trim . https://turbochargerspecs.blogspot.com/search?q=GT2860R A .

GT2560R note turbine dimensions . https://turbochargerspecs.blogspot.com/search?q=GT2560R

Sorry people bum steer , that link was to details of the GTSS/GT2859R . https://turbochargerspecs.blogspot.com/2011/03/garrett-gt28-gt2854r-270-hp.html This one should take you to the GT2854R and note the second and third pics of the turbines . A .

If you are speaking about RB26 spec GTSS turbo dimensions then that is correct Just for another layer of confusion there was also an SR20 spec version of the GTSS but it had the larger NS111 53.8mm 76 trim version of the GT28 turbine . Same as your turbos had . Back to the RB26 style GTSS turbos . These use a cropped version of the GT28 NS111 turbine so they'd measure 53.8mm 62 trim . The smaller trim means they have a smaller exducer and outlet diameter than the 707160-5 turbos . Also to these part numbers . Often on the turbos ID tag there are inconstancies . For example one of these turbos may have 707160-5 , another identical one may have 707160-5005 . Often people , and Garrett , quote turbos by a dash number ie -9 or -7 or- 5 . It makes life difficult . Anyway the best way I can describe GT25 and GT28 BB turbos is by their turbine dimensions and their number of blades . 11 blades can mean GT25 OR GT28 turbines . The 53mm outside diameter ones are GT25 . The 53.8mm outside diameter ones are GT28 . The GT25 11 bladed turbine is generally 62 trim . The BASE model GT28 turbine is also generally 62 trim . The GT28 NS111 9 bladed turbine , remember - GT28 turbine 53.5mm OD , comes in two trim sizes . Most were 76 trim BUT there was a special version in 62 trim for specific applications . Note that this NS111 62 trim turbine has almost exactly the same dimensions as the 11 bladed GT28 turbine - 53.8mm OD 62 trim . As far as I know the cropped 62 trim NS111 turbine was only available in two turbos , firstly the RB26 style GTSS/707160-9/707160-5009 (all same) , and secondly the GT2854R . I found a link to details of that GT2854R and they kindly have pics of the differences between the GT2554R and GT2854R turbines , totally different 11 and 9 blade forms . https://turbochargerspecs.blogspot.com/2011/03/garrett-gt28r-gt2859r-56-trim-310-hp.html Cheers A .

Well whoever you emailed at Garrett is wrong . That pic shows a GT28 NS111 turbine in 76 trim , inducer around 53.8mm and exducer around 47mm . Also have a look at the pics of the turbine maps above and the associated details . If you think I am wrong look up the specs of the GT2860RS and GT2871R series turbos , these and a few others all use this same turbine - well turbine wheel anyway . The basic GT25 turbine should measure approx 53mm and is 62 trim . The term GT2560R is a generic one . It breaks down to GT for Garrett Technology / 25 for the turbine series / 60 for the compressor OD / R for rolling element ball bearings . There are many variations in housings and compressor wheel trims . Honestly the best way is to search for cartridge numbers because the details will show turbine and compressor dimensions . A .

EFI fuel hose is hardy stuff so if you can get the right diameter hose and replace your hose it should be good . I also like to use OE stainless fuel line clamps as well . Cheers A .

Just for some closure the way to get the three hole bung out is to apply some heat with a heat gun to the surrounding housing . Nissan use some white sealing gunge but if you warm it up carefully it unscrews easily . Also as a heads up the wax pellet piston spring and cap appear to be the same on the R34 GT (NA) IAC unit housing . This is what I gutted and it looks the same as those in the pics above . Oh and one more . The R34 GT25 NAs idle solenoid unit is the one to use on R34 stuff in an R33 because it has the R33 style male loom connector . Cheers A .

From memory the GT2860R , at times known by the original part number 707160-5005S , is more like what HKS called the GT2530 . Old news now but back in the day (1991 odd) the GT25xxR ball bearing turbo reference related to all with GT25 and GT28 turbines . So the HKS spec "GT2530" actually has the GT28 76 trim turbine , same as your GT2860R 707160-5005 units . The main difference is the compressor which is 60 odd mm 63 trim , and 62 trim in the -5005 ones . From what I can gather the "-7s" look more like a GT2560R and appear to use the slightly smaller and different style 53mm 62 trim turbine , also the 60 odd mm 60 trim compressor . I think I found a reference and an OE Nissan like part number for the -7s so could be the R34 N1s . They would have been an upgrade on the std R34 GTRs ceramic turbine units . All these are old part numbers now and could have all changed over to the 8mm type turbine shaft and G series style ball bearing cartridge . The older Turbo By Garrett catalogues covered most of these except the HKS specific turbo and cartridge numbers but I have old lists from years ago if anyone wants part numbers . At the end of the day I'd err towards the "2530" or the 707160-9s given a choice because at least they were developed to suit RB26s . Garrett made the HKS spec BB turbos and could not initially sell these units or cartridges for some years . So they decided to market units similar but not quite the same . Cheers , A .

I never did get back on this , the 2020 Mustang Shelby GT500 injectors I believe are Bosch 0280 158 395 . From memory they are rated at 650cc . Unfortunately they are a full length EV14 so not much use to us with OE RB25 type inlet manifolds . Cheers A .

Yep I was not suggesting going with the GTRS but I do have one . The issue is turbine housings , specifically ones that bolt to the standard manifold . Just on this , the std manifold mount flange is a "T3" bolt pattern but it is slightly wider across the two exhaust outlets than a real T3 single outlet port . The drama with RB25DETs is that GT28 turbines are really a bit small especially if its in a small 0.64 AR GT28 turbine housing . This is exactly the format that HKS made their T3 integral wastegate turbine housing . The plus was that it bolted up and made an easy install but I think that's because it was something more intended for RB20DETs . HKS spec Garrett turbos like GT2530/2535/GTRS (2871R in 52 compressor trim) could be optioned with this turbine housing . I mentioned recently that we are having the same problems now that we did 15-20 years ago with GT30xx turbos - no T3 flanged integral gate turbine housings except from HKS - ka ching ka ching . These days there are no T3 or T4 turbine housings out for the current Garrett G series turbos which is probably why the market is reluctant to buy them . Ideally something like a G25 or G30 should be ants pants but Vband mount turbine housings are useless to most of us . Geoff at Full Race in the US is pushing for more usable G series turbine housings but things move slowly in Garretts aftermarket section . OE spec turbos to the manufacturers is where their volume sales are . That aside most people will probably say buy one of Hypergears turbos or go with something like a Garrett GT3076R or GTX3071R in say a T3 flanged integral wastegate 0.82AR turbine housing . Its been done here a lot and it does work reasonably well . Cheers from Adrian .