discopotato03

Pics up in the other thread now . Note the last one of the FP RED HTA in the TD06 style FAP compressor housing . A .

And the HTA with FAP comp housing . Still itching to know how FP3073HTAs perform and this would be the easiest way to have one . Scottys inlet pipe is 80mm and the FAP inlet is 84 , too easy . The tag says RED so that'd be a HTA76 from memory . A .

Take 2 .

Pix . FUUUUUUUUUUQ . Got about 20 but the file sizes are too big to upload so I'll get my tech support to make them smaller only other things to do ATM . Some of the GTRS as well which wasn't as tiny inside as I thought . Gotten used to looking at GT2554Rs and Hitachis of late . BTW the last post has a pic of a dryer with a T04S compressor housing on it . I got nuked here for having the gaul to say they look BIG and I still think they do . I have a pic of a FP30xxHTA that has the more "compact" FP FAP compressor housing on it which is based on a TD06 casting . These are what FP option on HTA based turbos for clockwise rotation Mitsys ie DSMs and Super Poos , and now on GT30BB cartridges if you don't want the silent cop option . My engine bay with the std air box and duct looks virtually factory till you see the spacer bag and dump . Back soon , A .

After 4 1/2 years of living in a carton the GT3076R 52T is finally in place . The eternally SAu addicted know it's been a long time and it's the second stage of dryer from standard , first was a HKS GTRS . It was a typical install using a 16mm T3 spacer from Hypergear and Scotty's fabricated aluminium induction pipe , one piece front pipe made of 3 1/2" stainless with a gusset added for the IW gates outlet - nice DP XR6T flange from Best Mufflers at Carlton . Oil and water plumbing carried over from the GTRS kit . My lump is now a 130 something K old 33 25DET and had a bit of headwork inc OS exhaust valves and 256 Tomeis , decked and said to be around 9.2-9.3 static CR . 740 Nismos and a 33 GTR pump do the fueling . Belt and water pump changed at 91 K from memory - blue coils too . First impressions are yes it does feel better off boost which isn't surprising after a GT28 based hot side turbocharger . I'm not going pay out on that GTRS because they are a good mild turbo and easily better than the standard one - and they are an easy install which was HKSs intention . On E70 it got a better than responsive 271 RWKW though the ethanol pushed the timing and power beyond where it had any right to be . Probably a 240+ PULP turbo . It's early days with the GT30 and it's easy to feel disappointed initially with a larger turbo but I have been here before back in the FJ20 days . Tuning needs to be looked at and invariably things that weren't a restriction for a 2871R may be with a 3076R . My experience is that a 52T GT3076R doesn't boost as early as a GTRS so I'm not sure why some claimed them to be similar , fair bit bigger turbine in a significantly larger (0.82) turbine housing . Now the only real squirt I've given this thing made the engine come alive I think ~ 3800-4000+ which as said was a little disappointing but again not properly tuned and I can only tune at sane speeds and up to a little over the boost threshold without a dyno . Currently I'm running a splash blended 98E35 brew and it would have less alky if I could get a decent idle with 740s , next mod should be EV14s in a Neo 25T rail because I want the standard look . Someone else here modified a Neo rails mounting brackets to clamp down on an R33 spec inlet manifold so fingers crossed reasonably straightforward . I'm not sure which capacity EV14s to buy though 740s should cope easily - Guilt Toy ran out of fuel at I think 360 odd RWKWs on his RB30 using Nismo 740s . Shory EV14s aren't available in as many sizes as the mid length ones and those I know of are Xspurt 740s and ID 850 GMs . Based on Guilt Toys findings 850 should romp 320 in . Lag wise only time will tell if it suit my needs and there are a few ways to "help" this if it doesn't . Another member I was speaking to last night wonders about the the typical 0.82 vs 0.63 housings on these turbos and Mr Mafias results were good . Some like the 82 and others the 63 , the $64 question more recently is how the new "baby" GT30 - GTX3067R goes real world . If the 67R didn't reach the top end goal you wanted it should be pretty potent everywhere else . That aside I want to have a positive outlook on what I have and give it the chance to be what I like . I know we've had plenty of GT3076R threads over the years but one more can't hurt . A .

Yep just got th missus camera organised and will take a few snaps soon . Gee these pics are more sought after than those I posted of GT30IW turbine housings when they first came out . No you've got me on the dump insulation wrap and yes the tower and guard get a bit warm on the off side . From memory we used to use Thermotec stuff but it was exy . New thread needed as this ones just about run its course . A .

Yes its a real one and no silly whistle sounds , no bell mouth insert either . I'm having a few dramas with Vipec software ATM but that's more me than it . It wants to throw up multiple tables on the one screen where I prefer to use one at a time . I wouldn't say it's the most boost happy thing but it's early days and I'm not on top of the boost control functions either . A .

I'd say factory fan and hub almost impossible to beat . Generic fans never seem to do as well as the Nissan fan and shroud and I reckon it's because most elec fan installs don't draw from the whole face of the rad core .

Have to let finances settle a bit but the Neo , Stag actually , rail I have already . Injectors next and thinking along the lines of Xspurt 740s or ID 850 GMs , the shorty ones for least grief . The plan is to borrow both inlet manifold halves off SK and see what mods the rail mounting tags need to hold short EV14s down properly . If it works it should look factory enough to fool those who need to be . Yeah what you said about the Denso side feeds , not bad on ethanol but if you want the factory like fuel control at low pulse widths then EV14s probably do it best . Last GT30 update here because it's getting beyond fitting hardware . Went for a short run down the Princes Hwy to the Berg and back up the old road . Mixtures were surprisingly normal but needs work as it spools/loads up . It still feels typically RB25 torquey/flexible just without the early boost onset , depending on gear and load it shows positive pressure sometimes as low as 2300 revs but the transition is very smooth . Exhaust tone is if anything better than it was and interestingly inlet air temps are down ~ 5-6 degrees . I sense less exhaust pressure and I think that shows as less throttle more often . In theory less throttle and increased charge density (lower IAT) should lead to better consumption . GTRS and matching front/dump pipe for sale , cheers A .

The "faceless men" LOL . It happened - in 3.5" tube back to the cat and is painted black . To be truthful aside from the spacer and bag it's difficult to tell it isn't standard , you have to look very closely between the factory pipes and airbox and then all you may notice is a couple of welds on the satin black inlet pipe . It's bag is down low enough that you can't see the lettering at all . Sound wise it's very nearly the same as it was before around the burbs anyway . I have not leaned on it because all I was interested in doing was getting it home through the inevitable school zones and suicide hour traffic . Naturally it doesn't boost at low revs and light throttle like the GTRS did and it needs fuel and timing changes because boost thresholds are different . If I can get those shorty EV14s in with a modified Neo rail then the package is about as "std" looking as an R33 get to be IMO . A . Pics later .

Red lettering clashes will my hair . Will look into a moded heat shield because the more std camouflage the better . I'll have it back in an hour or so and the road tuning I should be able to do myself . If it's a toey thing I can go back to E70 because that's less likely to detonate than home brew E35 . But yes tune needed and I prefer to do that when the EV14s go in , one tune then . A .

I went to my GTRS because it's an easy conversion and not a bad replacement for the std ceramic RB25 OE turbo . I'd really like to see a GTX3067R back to back with a GT2835 Pro S but that's not likely to happen . The economic reality is that the HKS turbo kit possibly isn't made anymore and was an expensive if complete set of bits . A GTX3067R would be cheaper new and allows an easy upgrade path to other GT30 based Garrett turbos if required . A .

I think these days Garretts GT3067R sounds like a good idea for a streeter that isn't too wild . It gets you into a GT30 that fits with the usual pipes and hoses possibly minus the spacer . On paper they're nocking on the 300 RWKW door and supposed to be responsive with a bit less exhaust restriction . Their only downside compared to a GTRS is they need the GT30IW dump flange and a non std suction/inlet pipe . My gut feeling is that you can probably get 270-280 RWKW out of these on 98 ULP so the eth and consumption issues you can forget . Tao as said may be able to do something similar as well . IMO the right turbo is better than E85 in the long run for good all round usable street power meaning increased mid range that retains acceptable part throttle performance . A .

The 52T is now fitted and the front dump will be made in situ tomorrow morning . Problems along the way were GCGs studs having the wrong threads and new breather and recirc pipes had to be made to suit Scottys induction pipe . The 76 is well hidden under the std induction + airbox and comp outlet plumbing and if you look closely you can just see the "lobster tail" welds on the inlet pipe which is now VHT Caliper black . The nude turbine housing and spacer look different but the bulky turbo bag with bold red Garrett lettering will "hide" that . Thinking back that bag was probably a reasonably expensive mistake but time was not on our side and I couldn't afford to cook things around the hot side . Longer term I'll look into that ACL mat I reckon . I'm looking forward to trying a 30 series and once everything is set up for these housings going a little bigger or smaller is much easier . A .

I don't think there's any way to hide a turbo of that size so probably not worthwhile worrying about a manifold that looks even vaguely "production" . If you can live with a less exotic but more compact dryer Garrett do T4 TS turbine housings for the smaller and medium sized GT BB turbos .

The SOSK R33 did 266 on PULP though it had GTR injectors in a Freddy inlet manifold , 256 Poncams and bit of head work inc the slightly OS exhaust valves . They had an OP6 turbine housing on their GCG BB Hi flow which help out too . It used a 32 GTR pump and the pressure was raised a bit with a Nismo reg . A .

What turbine housing and turbo are you looking at using ? A .

If it stops here and a market exists , money to be made , someone will import it . I reckon I've read too much about manufacturers getting positive results in the light of ever tightening emissions regulation to see it fizzle out . The Greens would scream and the ethanol growing segment in places like the US are a strengthening political tool . Like has been mentioned Olden dropped the Flex Dore and with few true FF vehicles out here the E70/85 sales volume would be small . The thing to watch will be the price because if United and Caltex think they have nothing to lose .....

Are we talking about process energy or the cost of process energy . I highly doubt crude oil morphs itself into petroleum products and energy is intensive in the process . Naturally oil companies don't charge themselves commercial rates for process energy and it's a certainty that transport costs to literally ship huge quantities of crude or finished products across the oceans is fuelled by oil not paid for at commercial rates . Like anything economies of scale and efficient processes make all the difference .

It's all about making money and I doubt the producers care much about the energy requirements involved in doing so . Another issue is that some of the additives used in ULP to raise its octane are being weeded out as nasties while ethanol can boosts octane whilst not being as toxic .

If someone at the other end of our imported fuel supply chain turned the tap off what would you suggest we do ? We can grow all sorts of crops here now that our produce can't compete on price . Doesn't have to be a food crop and wouldn't matter anyway . Give the farmers a job and employment for a few . The yanks are doing it big time because home grown works for them . Massive production and huge train loads of finished ethanol for distribution . Once we lose all manufacturing the services industry won't prop up the rest and the welfare state continues to grow . Your UN "sustainability" agendas want us all starving and on the beg .

Yes it can be done but the housing hanging off the flange needs to be something better than a small series T2 IW production one . Most of HKSs GT30 turbine housings are "T2" flanged and went from 0.61 to I think 1.17 AR . The "Big" housing on a GT3240R was that 0.17 one for from memory for 540 Hp . These all need external gates because no one used big IW housings in those days . T3 flanged turbine housings are a better bet . A .

Good , just made a coffee . Oil Companies are global thieves as is most of the business world because the retail price of just about everything consumers buy bears little resemblance to its production costs . I'm fairly certain oil co's see ethanol as a threat to their projected incomes and it's not in their interests to promote it . We know that producing and transporting fuel grade ethanol (in bulk) is cheaper than ULP but it has not had the affect on fuel price that it should because oil co's largely set the price not the ethanol producers . I reckon if the ethanol producers were buying ULP , for a fair price , and blending themselves fuel would be cheaper in high percentage ethanol blends . Why the f**k should you pay ULP prices for ethanol ? It hasn't come across the seas in bulk tankers or been through involved cracking processes . I don't go with this bullshit about being Green , f**k the Greens and their left wing socialist agendas they are not your friends . I do like the fact that that less lethal goes out the pipe burning ethanol and the main issues to me are price and range . If you paid a fair price for ethanol you could live with less range and filling a bit more often , also engines can be optimised to run ethanol and get back most or all of the consumption difference . This alone is a threat to "oil futures" . The ethanol beat up . Joe Average hear say knows full well that ethanol in fuel is a cheap nasty extender made exclusively to rip you off . It burns your seals out and kills your engine . Don't need to research anything because the beer bastards at the pub know everything about nothing and the slurring consensus is that ethanol kills injins but they throw it down their own hole ... I posted up in the ethanol thread that some Americans think oil co's are making under octane ULP specifically to blend 10% ethanol with , get it "up" to 91 octane using our scale . Refining say 85 octane ULP would be cheaper in volume than 91 and they're not giving away free octane dollars producing "91E10" . Of course this would be shit stuff for any engine and give piss poor consumption , AND it gives ethanol the bad name oil companies and idiots want to hear . Check out servo signs advertising "budget E10" and notice the price can be significantly lower than straight 91 ULP . If they started with real 91ULP and added 10% ethanol the octane rating will be higher , have you seen I think it's 93 or 94 octane at some 7Eleven servos ? Cheaper than straight 95 ULP and the law only allows 10% ethanol blends for non flex fuelled vehicles . I think the oil companies should be forced by law to say which unleaded fuel they blend with ethanol and what the actual octane rating is . That way consumers if they bother to care can have some idea of the heat valve and knock resistance of what they're paying for . Three things need to happen . People need to be shown that in reasonable ULP ethanol is not a bad thing . They need to be shown that mid strength blends 15-30% is workable in cars with modern engine control systems - again provided the ULP is not shit . People need to know that oil co's are ripping them badly on what they pay for the eth content , and that ethanol producers have zip say in this . One more , it wouldn't hurt petrol heads to know that some ethanol blended into 98 ULP can make it noticeably better without the high volume fuel system dramas E70/85 creates . A .

From what I've read in the past the 76 trim GT28 turbine works alright in the matching 0.64 AR GT28 turbine housing but can have response issues in the larger 0.86 GT28 housing . When you team this up with a 2L four banger the "time to torque" gets annoying when you want grunt now . IMO the turbine has to spin fast enough to run the compressor in its useful speed range and not create too much resistance to flow - with the engine in a boosted state . Some claim that using the larger 0.86 housing slows the exhaust velocity too much and the turbine/compressor speed is less creating lag . I had one on the old GT2860RS (FJ20) but these have relatively small 60mm OD compressors which didn't need much turbine power to spin up anyway . The theory here was low exhaust pressure when running in a supercharged state possibly maxing the small compressor but power out of these wasn't that high . Now days similar or slightly larger diameter GTX etc billet compressors get more out of that turbine but eventually it becomes the limiting factor . A .

A few people here get a big end over them too .