discopotato03

Thanks for the tip off , never really liked those T04S housings for 71/73/76mm comp wheels . Anyway the D in me headed over to FPs site and they show a different compressor housing middle lower pic in the GT3582HTA section . Me thinks Subies use clockwise rotation HTA turbos and thats where you'll find more pics of that comp housing . They call it 84mm FAP for flow advancement port (port shrouded) . 84mm works out to 3.307" or a tad under 3 5/16" . I guess 3 1/4 hose plus loob . The "FAB" housing is optional from GT3076HTA up to GT3786HTA . Anyway I can stop bitching and think this if I ever buy a 73/76 HTA . A .

Yeh I found grinding a radius into the GT IW T3 inlet port hard going . Cartridge rolls useless and ended up using a carbide burr and files . A .

Scotty do the GT Ni Resist housings weld ok ? Also I was looking at Turbosmart 40 and 45mm external gates just to get an idea of their dimensions . What size external gates are being used on say typical RB25 GT30 setups in the 3-400 wheel wasp area . I wish I could find the pic of a Turbosmart gate on the housing in a Skyline bay because it didn't stand out that much . I suppose real stealth would be having the gate closer to where the exhaust returns to the front pipe . A .

Yes a couple of threaded holes in the spacer is a good idea maybe with studs and thin spacers to form an air gap .

I've changed my thoughts towards the housing rather than manifold because its easier to work with . Like GTScott I think it's about getting the gas to change direction once it's moving beyond a certain velocity . It seems people hate theorising but anyway I believe it's a case of velocity pressure vs static pressure and velocity pressure wins . As seen it's possible to fab a fair sized (diameter) tube/hole in the top of a turbine housing and having a large area means an easy vent path . I think from an engineering point of view it may work better on the manifold because of the velocity trough the top of its twin ports at the collector but more difficult to do (mani off etc) and the manifold IMO is less of a consumable than a turbine housing . I recently saw a pic of a compact (height/diameter) ext gate low down on on a turbine housing and it wasn't nearly as obvious as having it on top of the manifold or on an elbow off the same point . Just more stealth .

Turbo etc fit Monday then relocate to an exhaust fitter I guess Monday or Tuesday . Done . Going with bag to suit IW housing . I did see a thread at a Suby site this morning about shields formed out of the ACL louvered mat . Spent an hour with a die grinder this afternoon reshaping the turbine housing inlet because the 16mm T3 spacer is wider than the housings inlet port . It's now not quite as wide as the spacer but a radius is better than a square edge . I think the only think left to do is make Scotty's inlet pipe matt black . The things I hope will make this turbo feel reasonably responsive . Headwork inc OS exhaust valves 256 Tomeis Matched std manifolds 3.5" bell mouth front/dump . Fingers crossed it'll wake up at 26-2800 revs and start to shove at 3000+ . A .

It starts Monday , ATM impossible to make 30IW dump with a GTRS in use . That's the trouble with daily drivers and being rostered to work any time of the day or night . My friends can't fab stainless and if mild was acceptable it would be running by now . Can't reliably wrap mild steel so have to wait . Today looking at IW heat bag , exy but limited time to get everything ready and don't want heat issues .

In the pipe next week . Also considering a turbine housing cover bag because I doubt the OE shields are usable on a GT30 . I was looking a pair of them on a TT Harley this afternoon and a friend at a workshop that's into this kind of thing (bikes and ATVs) says Rockets ones are good .

Some years back I bought a seized 3040R cartridge cheaply because I wanted to gut it and see the carnage . Are you doing BB centre sections Tao ? A .

Point taken Tao though I was referring to cold end improvements to brand new cartridges not a used core rebuild . I didn't think Garrett or their agents would ever offer rebuild service for their BB units but I have seen adverts for this . FP seems to be doing well with GT28/30/35 HTA conversions and I'd like to hear what you think about mainly the GT30 based ones . Are you or do you plan to do BB centre sections within the dimensions of a T3/T4 plain bearing housing ? Cheers DP03 .

I remember Cubes saying years ago that a std GT3076R 0.82 AR woke up quite early on his RB2530 though that was with an R32 RB25 NA head on it - no VCT . I'm trying to think along the lines of what Ford did on early XR6Ts when they wanted low boost with low restriction torque at lowish revs . Their GT3582R had the big turbine housing size with a smaller than usual sized compressor housing (T04E 0.50 from memory) and low boost pressure possibly 6-8 psi . I know people reckon I harped on about GT3076R 52T turbos over the years but think about this . Results with GT3071Rs were inconsistent and the 52T is the smallest of the 76mm GT compressor options . The smaller 0.50 AR (vs 0.60 AR) T04E compressor housing would put the air speed a bit higher at lower turbo speeds which is what you want to make low speed torque IMO . I think the critical thing is having low exhaust restriction at low revs but enough compressor speed to make boost in that engine speed range . Autos make life easier here because the engine revs can be a little higher at the point where the torque converter does exactly that . 20% more engine capacity will make a big difference in the standing to suburbing speed ranges so heaps of low down boost probably isn't necessary . Other than a GT3076R the only other thing I can think of is maybe a 2835 Pro S with the larger 0.87AR turbine housing on it if you can find that kit . Expensive new but falls in and the 0.87 possibly better suits the RB30 . I also agree with std cams and manifolds . A .

Tao can you Hi Flow GT30R cartridges , will we see a GT30HPGR that isn't a copy but does as well or better than HTA 3073R/3076R ? Could you take a 48T GT3076R (older comp type) fit a better wheel and machine the ported shroud into its snout like Garrett does with smaller GTX turbos ? Lots of people like GT3076Rs and some would like better compressor options available in Aus . I was speaking to Wolverine the other day and he was saying that classic 3076Rs give up a bit in the mid 2000 rev area and HTA users say better everywhere inc off boost than the GT wheel version . Like Mr Lith I'm keen to see what a really well developed 73mm billet compressor wheel could do in an IW GT30R cartridge - and possibly in a 0.50-0.60 T04E comp housing . Just a thought cheers A .

I'd take a closer look at a "GT3076R" with a T04S compressor housing on it , just to make sure that it has the GT37 compressor wheel in it . I'd want the HTA wheel if I was running that housing or something that performed similar to it . Does anyone know if Tao at Hypergear is doing cold side upgrades to GT30 turbos ? I'll ask this in their thread too .

Highly likely a EWG housing for a GT3582R , probably the easiest thing is to measure the ID of the housing and if it comes out a little over 61mm that sort of gives the game away . A GT30 turbine from memory measures ~ 54.9mm at the exducer (outlet diameter) so a matching housing would be that plus clearance .

5" eh ? Nah think the turbo'd break off and rattle down the pipe ...

The mob I wanted to do the conversion doesn't want to do the dump but they put me on to Peter at Kirrawee Mufflers and he has a few ideas . He showed me a sawn off XR6T first dump section in 4" stainless and his tig welds look pretty good to me . Another suggestion he has is to use a 3 1/2" stainless bend which is about right for the main outlet and make a curved channel to house the gates outlet section , with a matching section cut out of the main tube . I'm curious to hear about dump pipe tube diameter as it seems anything from 3-4" could be used though 3 1/2 or less is probably easier to package underneath to the cat . I'm expecting the exhaust note/volume to change going from the GT28 to the GT30 hot side and dump section . A .

Unfortunately the Fords turbo is on the drivers side of the engine so the rectangular gate outlet section points downwards towards the inside radius of the dumps first bend . An RB with a std manifold on the other side mounts the turbo with the rectangular section pointing up so the tube has to be formed with the matching section for the gates outlet on the outer radius side of the first bend . An open (bell type) flange for these housings is quite large and that's why I think so many Ford ones are made of 4" tube , so it doesn't "underlap" the perimeter of the shaped hole through the plate . 4" is pretty big for a 2.5L engine so it probably needs to neck down somehow to maybe 3- 3 1/4" back to the cat . Stainless so it can be heat wrapped . Going to see someone about it this morning so more later . A .

You can look at this another way by thinking what Nissan would have done if they wanted road car like characteristics in a GTR . I think the logical solution is to start with a Neo 25T Stag engine and build it up to a level rather than trying to convince RB26 to do what it wasn't intended to . Don't hate me people but I consider an RB26 a dumb road engine in some ways because Nissan didn't put any of the smarts into making it a nice road car engine . It was intended to be a bit of a hero drive because the basis was for a road race GT car not an all round street car . The Neo has a higher CR and the last big bore (86) turbo RB revision of chamber and piston crown shape . The whole inlet exhaust and turbo systems are designed to make good part throttle torque which is what any successful ROAD car formula HAS to be based around . This is not to say you can't build a pretty healthy RB25T that still retains good road car characteristics . Neo head I reckon better basis than RB26 because of the chamber redesign and the two stage inlet cam phasing . On the other side of the coing the RB26 inlet system is a better performance design and better suits a GTRs air plumbing . Production 25s always had single turbos and they have developed to the stage that singles can be pretty good nowdays . Consider this clean sheet approach . Neo Stag 4WD RB25DET . Graft RB26 inlet manifold onto Neo head . Bore to 1 OS to have similar capacity . Standard exhaust manifold . GT30 based turbo ie 0.82 AR IW 3076HTA . Don't think 300-320 RWKW is an unreasonable expectation and non of this stuff has GTR/RB26 "tax" attached . Legally no capacity or rated power issue and Neo is emissions approved engine in Australia . You lose all the TT complexity and service bastardisation you have with the hot side of a factory RB26 . I reckon this combination would give a stdish GTR in the same shell ie 32/33/34 a bloody quick hurry up and be better to drive in Camry mode . A .

They do but I'm not going that way . The front is a pipe kit Scotty here made to mate the 4 inch inlet to the std/Z32 AFM and the other two pipes . I found this pic on Google images CO SAu yesterday . I'd like to see the other side of the front flange but it doesn't look too involved . Still amazed no one makes these for such a common conversion , anyway off to see someone tomorrow who can fit and make a similar kind of thing . A .

The Pro S housing sizes are 0.68 and 0.87 , I think the hot side of many GT based turbos is the limiting factor in units designed to have good "response" . My preference would be flow over ethanol in that sized turbo , not cheap going down the road of bigger injectors pumps and thirstier consumption . I don't recall people saying 0.87AR 2835 Pro S were super laggy things and for a long time they were hard to beat power and response wise . IMO changing the housing and tuning it is easier and cheaper long term . Ethanol may get you another 30 wasps but restriction is restriction and keeping the timing up longer doesn't alter that . By restriction I mean at higher power levels for that housing on that turbo . If you keep up with the Hypergear thread Taos found that std manifolds and IWGs tend to be the limiting factors with bolt on turbos and I don't think it's any secret that gas speed is usually higher through a smaller AR housing and at a certain velocity it isn't real keen on doing a 90 degree exit out the IWG . Total flow in an IWG housing includes the waste gates share and if you have a smallish one with a high rate actuator/controller forcing the flap shut then restriction and manifold pressure tends to be a power limiter . The GTRS on my 25 was a PITA till I worked out that the boost control wouldn't let the valve open and was choking the engine under load at 21-2300 revs . Having a bit of extra flow here obviously reduced the manifold pressure and allowed the engine to breathe and rev past this point . Your calls but I reckon the roads to "response" don't necessarily start with smallish IWG housings and don't let the gate open boost control strategies . Now the cold side of a 2835 Pro S is not exactly wimpy for what it tries to do , the hot side was expressly designed to be an easy bolt on that gave good response and quite reasonable power output . Having alternate turbine housings gave you the ability to lean towards power or response for that size turbo .

I'm not going with the GCG dump , I went to Best Mufflers at Carlton this afternoon and they sold me the best GT30IW dump flange I've seen to date . It's designed for an open collector and the feller reckons forming a stainless 3 1/2" bend to it should work . I was going to stay with a 3" front pipe just to keep it reasonably compact , in stainless so it can be wrapped to keep the heat out of the bay and the interior . A .

The calcs are SO easy . Assumes 50/50 . 7L divide 20L = 0.35 or 35% or E35 . 10L of Eflex = 7L ethanol . .................................................................8.5L ........20L ...0.42.....42% ... E42 . 10L of E85 = 8.5L ethanol . AFAIK you can't cheaply buy straight fuel grade ethanol so getting it in E70 or E85 seems way to go . Plus it's a real bitch being full and having 60L of home brew kicking around when the price cycle goes through the roof for a week or two ... 7Eleven 98 gets down to ~ 1.56.9L and Eflex sadly 1.22.9L , works out to 1.39.9L for 98E35 . I don't recall BP Ultimate getting below 1.60.9L last time . I'd really like to hear from tuners who have tried 10-30% ethanol blends because it sounds like the gains are significant while the fuel system can be less extreme . My 33 has all its factory fuel system except the GTR pump and 740 side feeds , new OE filters . When the 76R goes in it may run out of pump and if so a GTR Nismo will replace it . To get 300 wheel wasps 98 PULP probably needs a bit of help but I don't reckon it's anything like 70-85% ethanol , could well be 20% which is about 1/4 of the hassle of doing it fuel system wise with E85 . A .

Need adequate injectors regardless , no way around that one . How to make the easiest 50/50 you'll ever do and never screw up . Buy 3 20L fuel containers and stick 10L of each flavour in each . Pour into cars hole to whatever level you want . You want 1/3 tank add one jerry , if you need to top it up the blend doesn't change . Trying to do this pump to tank at a servo leaves lots of scope for error - silly things like watching the dollars instead of litres and once its in it's too late if you screwed up . If pouring petrol into a car jerry style is too hard what happens when you need to change spark plugs , how hard is too hard ? If you did this once a week is it really that difficult ? Also you can experiment with less than 50/50 and still have higher octane than pump 98 ULP . Much of what I read from US forums is that somewhere in the 20-35% ethanol area is a sweet spot for many engines , these are not drag race engines but a variety of std OE ones where power potential is up over ULP and consumption similar . Your call .

There is an old thread here called "Boost Creep Gt3076" and I tried linking with no success . The second page second post shows a pic of Mr Mafias Front/dump from the turbo end and you can clearly see the round hole for the gates separate pipe . The GCG one looks very similar to this , quite frankly it doesn't matter if the round gates outlet hole was created by a hole saw or cutter because it's the size and shape of this "orifice" that may not be ideal . Checkbuzz makes interesting comments about replacing his GTRS with a 0.82 IW 3076R 52T , as in similar response but more of everything everywhere . Have mentioned this at times and most people find it very hard to believe . I'm sceptical but aim to find out myself . I sort of hope I'll get what Mr Mafia got with a larger 0.82 hot side and smaller 52 vs 56T GT37 compressor . Common factor is the GT30 turbine and the realist in me says nah got to be significantly heavier than a GT28 turbine and inertia is inertia . Does anyone have pics of a bell mouth dump on their std manifold mounted GT30 IW turbo ? Want this happening next time I get a string of week days off , cheers A .

Yes the plate could be ground but the reason it was done with a hole saw is to weld a round tube to it rather than form it to suit the profile of the housing . In my mind IWGs need to have everything going for them to work properly though in this case no ones said they don't work . ATP in the past made a dump for something similar so I'll see if I can find pics of it . A .