discopotato03

Do I get the feeling that this manifold was made with R32 GTSTs in mind and they used a slightly different engine bracket and engine mount style ? Also I think these were sold in a kit with a T04E turbo that had a smaller inlet boss . BTW I don't have the wastegate just the manifold itself . A .

Does anyone know the real world performance difference of the HKS vs the OE RB25 exhaust manifold ? I mean in power or torque terms not flow numbers . Also does anyone have pics of an RB25 engine mount next to an RB26 one to show up differences ? Cheers A .

Along with a few other usefull bits and pieces Ive had one of these stashed away for a few years now and I'm wondering if its worth doing with the IW GT3076R . I've been through most of the threads here to see if its worth doing for an "only" 300 RWKW engine . Recently people like Mick o have smashed 300Kw with the std manifold so I'm wondering if going to the extra grief is worth it for me . I guess none of the available front pipes are going to work with it and I'm not going to use an external gate anyway . It seems the dramas surround clearing the engine mount and shield with the compressor housings inlet boss and hose . One thing I picked up on is that someone , Nismoid I think , reckons RB26 engine mounts aren't as tall as RB25 ones so do we think a shorter engine mount and a spacer between it and the engine bracket would help ? Is an RB20 engine mount and bracket any better ? The $64 question is does the HKS manifold make enough of a difference with an IW turbo to make it worth the effort ? I can see the draw if you intend to go external gate but not sure otherwise . Wolverine do you have pics of yours in the engine mount area with the GT3076R ? I know you told me more fettling had to be done but can't remember the details . Cheers A .

Lith I mentioned elsewhere that it may be possible (only guessing) to machine up a GTX71mm compressor wheel identical in every way except the blade count and maybe make that 10 instead of 11 . I was first thinking maybe a smaller trim size but that means keeping another line of compressor housings profiled to suit the smaller trim wheel . In dollars and cents (bean counter think) having less blades in the same profile/trim means the wheel itself is the only unique part and setting a CNC mill to carve 10 blades instead of 11 is not rocket science . What sort of pumping capacity difference having one less blade makes I don't know but you'd think it would reduce (slightly) the load on the turbine and therefore bring the rotating group speed up for the same levels of exhaust energy . Garret already has 10 blades on the GTX67mm wheel where most GTXs have 11 and they say in their catalog this was done to maximise response . So , a 10 compressor bladed GTX3071R would be a relatively easy cheap thing for Garretts aftermarket section to test and production wise a cheap easy way to add a tweener to their X line up . This assumes the 71X 10 blade churned out ~ 50-52 lbs/min of air . A .

I think it came down to the fact that the American aftermarket wanted whatever made the blingest numbers and bragging rights were more important than practicality . From memory on paper a 48T GT3037 was good for the same power as a 56T GT3071R and given a choice of those two I'd go with the 76.2mm wheel . Reports from all over said much the same thing about GT3071Rs when they turned up , nothing like the spool advantage predicted over a 56T GT3076R and 63 or 82 AR T housings were never quite ideal . Garrett couldn't be bothered making a turbine housing for the cropped turbine version so probably never enjoyed the success HKS had with the "GT2835R" . Its not impossible that the same situation could happen with the GTX3067R because all it really is is a GTX2867R with a different bolt in turbine and turbine housing . Garrett doesn't always get it right and I reckon they are just as guilty as any other business of doing a bit of customer R and D . I doubt I'll get an answer back on the 50 lb/min GTX wheel thread Lith because it would involve spending money Honeywells bean counters don't have to . The GTX3067R is a bitzer of stuff they had in house so no financial biggie to make it happen . To add another GTX compressor or possibly a smaller trim 71 version costs money and they have to account for another line of comp housings to suit them . I suppose they could do an X71 wheel of the same profile and trim with 10 blades instead of 11 because at lest the existing comp housing could be used for both . Anyhow when I can get mine together and tuned I'll ask Wolverine to evaluate it since he's had a go at a few Garrett/HKS options and will know where the 52T fits in the mix . A .

So they both use longer suitable studs ? A .

In my case I want to migrate to a larger turbine and matching housing because I also think a GT2871R in a GT28/0.64 turbine housing is limiting once you get serious about uncorking an RB25s potential . Truthfully it is an upgrade over the std Hitachi and its an easy job to fit it in HKSs kit form . I pretty much did a better than GTt smic plus new CAS and coils after the RS had been on a while and solved a few issues doing so . Dump and 3" front were done at the same time as the dryer . So now the ignition feed is good and the ignition system doesn't break down under load like it used to . The limiting factor IMO is that GT28 turbine and housing and whilst it would be interesting to convert a GTRS to a GT3071R 52T inc HKSs compact ported comp cover I think the cold side could be the next limitation . I have been getting some very positive feedback from one here that went from a GTRS to a GT3076R 52T 0.82 AR and thats good to hear . Since I have the same thing its logical to try it so I can judge if its right for me or at least give an indication of what to aim for if its not . I have to think money like everyone else because I'm not printing it and none of this stuff is exactly cheap . Like Lithium I'm also curious to know how a GTX3067R would go on an RB25 and why Garrett have not done more to promote these turbos is beyond me . Yes it does make sense that these should be a better thing on an RB25 than a GTRS but is it the stump/shopping center puller we're hoping it is ? Who wants to take the punt ? By going to GT30 IW mounting hardware with the 10 12 whatever mm manifold spacer/dump front I'd have the ability to use most 30 series dryers and the changeover gets simpler if still expensive . The rotation of the earth is draging me towards the most popular RB25 dryer family and if it suits there won't be a need to do it again . Evos are a bit different and it comes back to what people are trying to achieve with them . I went in a 7 a while back that had surprisingly few mods and that was a REAL good ride for one "retired" to basic transport . Std turbo and cast dump with on of GT Pumps larger turbine housings , remember 7s use the 9.8cm std , and the usual IC hot pipe injectors pump and flash tune . Had big exhaust of course . I bought a rebuilt second series 9RS turbo for mine so it gets the light TiAl and Titanium internals with the 9s larger diffuser compressor housing . 7/8/9 used higher boost than 6s and I figure the best of the OE dryers with a bit higher boost should work out fine . I'm not trying to extend the power range upwards but gutsy mid range torque would be good . I don't know what other people are hearing but I'm told that many of the red blue black pink white studded or ribbed turbos do squat under about 4000 revs and that would kill a 2L Evo in my book . These cars are geared to get up there pretty easily but being there all the time gets old quickly in a road car . A .

I'd like to fit all the std breather and recirc lines because mine is std in those areas . Sounds good Scott . Back tonight , cheers A .

People go to a lot of trouble with manifolds turbos and gates on Evos with good reason , FP Hi flows can be ok but you need to talk to people (here) that tune them . All systems are a compromise and those poor old TD05HR16Gs were designed around having a bit over 200 crank wasps std . Imagine taking an RB25s Hitachi and fitting the largest cartridge that didn't see daylight through the OE housings . No one with an Evo Lancer would be using OE housings if better ones bolted up and didn't attract unwelcome attention . As usual std housings are engine/model specific and larger OE style ones not always readily available . Damn shame Garrett didn't do a reverse rotation GT30R for the 4G63T but thats life . A .

Well I basically wants a "suction" pipe made to line up with the GT3076Rs (same dimensionally as your GTX3071R) in stealth black . Aluminium would be nice because it won't rust internally . I also need a dump/front to suit the GT30 0.82 AR IW turbine housing , I have a large body 3" Catco 8007 in the std location and it fitted the std front pipe . I was speaking to the feller I wanted to fit this turbo today but he's a one man band booked out for weeks servicing daily drivers . I reckon with the main bits made changing over shouldn't take that long . I intend to reuse the GTRSs oil and water lines because they fit the same . Mick do you still have your Z32 and airbox ? If so would you consider making me the inlet section using yours as a template ? Couple of things I was wondering about . I always thought thermal wrapping stainless was no issue and my old dead Subies fabbed stainless header was like this . I was told today that wrapping staino would make it harden and crack though thats not what I've found in the past . It would be good to keep the heat out of the bay and in the gas with the dump/front pipe . Also whats the go with longer manifold studs , does anyone make anything OE std ? Cheers A .

Don't like blue as in silicon or uniforms . It would have been black or preferably flat black . I did find in Mick o's thread a pic of his dump/front pipe . http://www.skylinesaustralia.com/forums/topic/375232-garrett-gtx3071r/page-9 I like bell mouthed ones myself . Does anyone have pics of an install that retains the std airbox and possibly the MAF ? Cheers A .

Yes if you can keep the heat in the gas rather than heating the manifold and turbine housing it does help . In some ways I look forward to tuning with a larger turbine and housing because I fiddle a lot to get every last Nm I can out of part throttle running . Something a little unusual happens to mine over 3000 and I'm not sure if its tuning or the GTRSs erm modest exhaust path . A .

It seems Garrett GT30xxRs are popular upgrades on RB25s but they don't just fall in so I'd like to know whats the best bits to make it happen . Basically you need a dump pipe and an inlet pipe and a spacer plate to get the compressor housing off the exhaust manifold . Then you'll need longer mounting studs and plumb oil and coolant in/out . Someone here mentioned that Liverpool Exhausts make a nice one piece dump and front pipe so that would be handy . It looks like like the easiest suction side would be a 90 degree 4" to 3" silicon or rubber bend and some sort of steel/aluminium/stainless tube section to connect the plumbing and AFM . I say AFM because some people like have something that looks like its doing something and connects to the std airbox . I don't know how inconspicious you can make a GT30R but the more the better IMO . So , can we have some examples of what/whos bits people have used to fit these turbos to RB25s . Cheers A .

Well if you can find a way to do it thats not too costly or difficult more power to you . Many have tried and fail to do so mainly because the ext gate stands out like the proverial or they have thermal issues and cracking . I think if you want cost effective to a degree the way is to beg/borrow/steal that HKS cast low mount manifold and go from there . Possibly even do something with the rare RB26 version of this manifold because of its larger ports particularly into its T4 turbo flange . I think the only other way is to make a manifold to suite the Evo 10 GT30 turbos flange . Maybe speak to Geoff Raicer of FullRace though he'll very likely say buy an off the shelf EFR turbo with T4 flange and twin integral gates . I sure he could make an Evo flanged manifold if you really want one . I don't want to go into the GT30 TR30 turbine debate again , simpler for Garrett to have a few more GTX compressors to close up the gaps in their range . I think the GTX3067R was easy to bash together because they had the bits to GT30 a GTX28 turbocharger . Had it been a clean sheet approach it may have had a 69mm GTX wheel of ~ 50 pounds flow and a bit more usefull as an entry level GT30 IW turbocharger , IMO anyway . A .

Twin scroll collectors for a six cylinder engine involve a lot of time consuming work and thats probably not something your average Joe can see or want to pay for . Most people would be more than happy with the performance Mick o got from his RB25/factory exhaust manifold and that combination would be hard to beat on price . The Rolls Royce option would probably be a Garrett TS T3 flanged twin integral gate turbine housing like their Evo 10 GT30 housings have . Thats about as far as I think you'd get with the std manifold and whilst It may not make that much more total power the overall spread and delivery is in theory better . Back in the real world its a lot less grief to just put together a system that gets you the power you want with minimul turbo lag . The fact that you can make lots of bolt on power is a big plus . A .

Some combinations FP will brew up for you but it can be a costly exercise . Mark at GT Pumps has a tie up with FP so at least you may have a local agent . TR30s were amongst the first turbos I know of that had speed sensors but its possible the F1 people may have had them too . These days Garrett and I think BW can do it for you as well . I edited one of my last posts after it was posted so not sure if my thoughts on the GT71mm/76mm 52T capacity in pounds/min were noticed . Its partly the reason I started the other thread about setting the bar on GTX turbos - namely 47 lb/min (GT3067R) 55 lb/min (GTX3071R) . We can make 100 guesses why Garrett made the GTX71 wheel that capacity but it proves zip . I reckon there is a market for a 50-52 lb/min GTX compressor aimed at replacing the existing GT3071R , you could argue that the GT3067R is it but its hardly raising the bar above a GT3071R . The old 52T GT76mm wheel fits in this area and I don't know anything else out of Garret that does . Don't think I'm totally against the present GTX3071R , I just wonder if you could have 90% of its potential and somehow make it wake up a little sooner . I'm sure some people here would know the difference between 300 and 330 RWKW performance and the difference in where the jump to light speed starts ! A .

I'm not sure if the info is correct but it sounds like the 73mm HTA version of the GT30R is a 54 lb/min compressor end . It seems like the 52T 76.2mm GT wheel hits the 50 pound area where most offerings are more like 47 or 54/55 pounds . Thinking about it the 71mm GT wheel should be in this area so I'll have a look . Nope the 56T 71mm GT wheel (GT3071R) hits the wall on Garretts maps at around 47 pounds/min like the GTX3067R . They quote the GT3071R as good for 480 Hp and the GTX3067R 500 . Garrett never seemed to advertise the 52T GT3076R and it would have been interesting to see what they rated it at . My estimate is around 520 hp with a higher tip speed than the 71mm wheel has so its probably realistic to assume that it spools similarly to a GT3071R whilst having another maybe 35-50 Hps worth of airflow . A .

I think they are a reprofiled something else , AFAIK Garrett is only now developing GT30 twin scroll turbine housings and I think they may actually be V Band mount type something like a GTP38R has . I was reading here last night about a couple of people who used GT3076R 52T turbos on RB25s and it sounds like they spool like a GT3071R but make more mid range power than they do . The smaller (mid size for GT37 compressor) 52 trim wheel must make some difference compared to 56T and fingers crossed it'll come on a little sooner and top out a little less . I suppose working backwards from say 50 pounds airflow (500 od Hps worth) if you lose up to 100 to any drive train losses it still leaves 400 hp/300 Kw potential at the wheels . It may just be the ticket to the leastish lag single scroll turbocharger made of currently available Garrett bits . A .

If thats what I tink it is its a Garrett GT32 T3 Euro flanged twin scroll turbine ousing . Try searching Garrett GT3267 and GT3271 , there were two variations of the housing and one may have an integral waste gate . The ext gate type ones were 0.78 AR AFAIK . A .

Quick update cause I'm v busy ATM . That SR20 with the FR T4 manifold and Garrett T4 0.63 AR housing / GT3067R cranked out almost 460 wheel Hp and 340 ft/lbs of torque at 20 pounds of boost . This was on non specified "pump gas" so E70/E85 would do a bit better . Compared to his ext gate GT2871R 0.73 AR setup the X was up 60 hp in the middle and about 120 up top . Will ask more later , cheers A .

My lump has a few alterations like Poncams and a slightly higher static CR , mild porting and slightly ovesized exhaust valves . Headgasket I can't remember but the head had stainless wire rings fitted just behind the gaskets fire rings . Manifolds were port matched too . I opted out of the GTX3067R because it has nowhere to grow if its a bit lacking . A few people said that using a 0.82 GT30 turbine housing on one would add lag for no good reason . Also as mentioned you can go up or down (63/82) on turbine housing size with a GT3076R and make them livable on RB25s AND RB30s . I think you'd be painted into a corner if you tried to put a GTX3067R on an RB30 and I'd like to keep my options open . A .

I just got this turbo out for a look over and that 0.82 GT30 turbine housing sure has a large passage through it , not hard to see why its not doing a lot under 3000 revs . As I said don't know if the 52 trim size makes any difference here . Damn Garrett for not making a 0.73 AR size instead of 0.63 AR . The actuator is Pn 432225-14 and the invoice reckons its a 14.7 lb big can one . I suppose running it as is would prove if the turbine housing is too big for me ... The post above came through just as I was about to press send . A .

After speaking and or reading thoughts mainly from Dale Wolverine Lithium and Mr Mafia I think my best path ahead is to unwrap my GT3037S/GT3076R 52T and get the bits to fit it . From what I could find out a few years ago these are about a 49 lb/min turbocharger or about 5 down on the 56T version . My reasoning is that it has just a bit more capacity than a GT3067R and a bit less than a 56T or GTX3071R . I think with these GT3076Rs you have two valid choices of turbine housing AR (0.63/0.82) so its possible to size them to suit your needs ie a bit earlier response or a bit more top end power . There just isn't going to be big performance with a GTRS and the GTX67 is an unknown quantity , and too small for anything larger than 2.5L . With a turbine housing change you could probably get away with a mid trim GT3076R on say a street RB30DET where smaller units just aren't going to cope - IMO anyway . The only decision now is turbine housings and I plan to read everything I can find that Mr Mafia said about his car . My gut feeling is 0.63 AR because I don't use big revs much so getting 300 odd revs sooner boost would be more usefull - to me anyway . Mr Mafia ran water methanol injection where I'm using E70 Eflex . I don't know what the real world difference is between the 52 and 56T versions response wise but it would make some difference in boost response . From memory my GT30 has the Garrett big can 18 pound actuator on it already and its 0.82 housing the large valve . Its been quite a while since I looked into a GT30 turbine housing particularly a 0.63 AR one and I'm wondering if they could use a little smoothing inside , not so much to enlarge it but just to let it flow as well as possible if its a bit rough . Not sure if this is the right place to ask who sells good spacer plates and studs to bolt these turbos to an OE manifold . I will re-use the HKS water and oil lines because they should all reach the GT30s center . I hear there are some good one piece front pipes to join the t housing to the cat . After that I suppose oil drain and a 100mm rubber or silicon bend to make up an induction pipe . I run MAP sensing nowdays so reversions here should be no issue . I'm guessing it could make 300 or a little over if the exhaust and filter are up to it and fingers crossed should lift its skirts from about 3000 up . Thoughts , cheers A .

Easiest way is to find and an RB25 Hitachis cartridge and use that because the ceramic turbine I believe is the same . Its compressor wheel is slightly larger so use the RB25 ones compressor housing too . I think people often just used to use the RB25s turbo complete on RB20s . but if you need the VG30 B turbos larger OP6 turbine housing it should fit the complete 25 turbo . A .

I think its a 180 with an SR20 , Full Race T4 manifold and using an external gate . Housing is a Garrett T4 flanged single scroll 0.63 AR one with V band outlet . A .