discopotato03

Thats the same result I got with liquid paper . I'm still curious about the 0.70 AR and at one stage I did find mention of large frame GT bush bearing turbo using a 52T GT37 compressor wheel . In this day and age its probably woth looking at the GTX3071R and trying to work out which ones most suitable . Gut feeling is that the lack of a port shrouded compressor housing was what may have caused issues with the original GT3071Rs .

I don't agree , the less the ethanol content the less of a high volume fuel system you have to have . If you could buy E20 or E30 from the pump I think the results and consumption could be better than many think .

Well after lots of stuffing around by a more computer literate friend I have FC Datalogit running on both laptops and in Win 7 , one 32 and the other 64 bit OSs . My friend screwed around heaps with VB runtime files and all sorts of OCX crap and didn't have anything nice to say about the people who developed the software . He doesn't know yet but I think the problems were trying to transfer the FC Edit from one computer to another rather than installing from the original CD . Anyway I got home and installed from CD - and it just worked ... I noted that the disc has some VB5 files on it but I'll get him to look at these at a later stage . I assume that if the software runs actually linking to the black box should be no issue . Anyhow fingers crossed I have a modern laptop running Win7x64 and can still stuff around reliably with EMS software and a real serial port . It doesn't involve running XP in a separate partition , probably couldn't with a SATA drive anyway , or virtual XP like others have done at times . Cheers A .

Hi Duncan , I tried what you said and it comes up with " Component 'COMDLG32.OCX' or one of its dependencies not correctly registered: a file is missing or invalid" . Any idea where to go from here ? Cheers Adrian .

The turbine housing on the RB25s turbo is actually a tad larger than the RB20s one , people think they are the same but if you get the two side by side and use something like open ended spanners as go/no go gauges you can see the difference . In the interests of looking standard the 25s turbine housing would be a good start and is a direct fit on an RB20s BB turbo . If you had a different turbine it would have to be profile machined to suit . A far as I know , having seen a few 20/25/VG30BB turbos , the ceramic turbines are dimensionally the same . Aside from the larger turbine housing really the only difference with the VG30BB compared to an RB25 turbo is the compressor wheel which is a little smaller (30 = smaller) . A .

Linear power does feel "boring" and hence i changed to -5s, and it is certainly fun to drive from a top end perspective in a straight line - but realistically unless you are over 140km/h the -5s are pointless... And 140+ is instant impound... Ash thats I point I try hard to drive home and the reason why all I'd ever change a std capacty GTR to is those 707160-9/GTR GTSS turbos . Power from 4000 (-5s) may be great but you have to drive silly fast on public roads to be able to access that power . I don't honestly know for sure but I doubt a GTR with standard gearing is really set up for high rev power only . Really it doesn't matter if its a GTR an Evo an STi or an XR6T etc . Cars that are nice to drive "in the mountains" are ones that can be kept on the boil without reving piss and pick handles out of them and nothings worse than falling off the bottom of the strong power range almost all the time . The real killer is having a Mk1 Camry donk under the lid at cruising speeds and going back two or more gears looking for revs tells the real story . Once again your calls but in a relatively heavy car I think the go is turbos that work when you most often need them or more cubes . A .

Your call but I don't think using two one time single four or six cylinder turbos is an economic reality- even if the turbos seem cheap and readily available . I know Rexs are popular things for some but I'm not really than keen on the flat four concept with its factory cheaped out header system - the single scroll ones anyway . IMO the standard turbo systems on EJ20s are designed to cope with the screwy firing order of a lizard four and its lack of scavanging and low end torque . They started out with the TD05 to make power numbers but people bitched because they had , donns flack jacket , GTR type power delivery . The TD04L was all about geting boost and torque at lower revs so Rex could get his tongue into gear without exploding . Loved that sickem Rex add BTW , lucky bastard ... That aside no EJ20 TD04Ls would be hard to fit and as mentioned the mount flange is an unusual design - sort of asymetrical three bolt thing with the long section intended to get it out from underneath the turbo where you can get tools onto it . The hassle with twins on RB26s is twice as much plumbing for the two dryers and it becomes a real snake pit even on std ones . Honestly with low mount twins I reckon anything but a bolt on replacement is a vary brave undertaking because of all the painstaking work to run the oil/water/air/exhaust plumbing . I think you need to make a firm decision on a single or twins and go with something designed for the purpose if its twins . Sadly most of the high mount twins are big power big lag drag systems IMO and not something I'd want in a BMW . I'm going to suggest a single GT3076R because it may have some reasonable response even if it doesn't make a squillion killowatts though it would make more than enough torque to destroy the tyres on a RWD Bimmer . I'm not sure which era BM you have and the only M3 I've ever been near is an E36 , I think they use an all alloy 3L twin cam six with dual Vanos and ITBs . Arguably a bit more technology than an RB26 and the extra capacity doesn't hurt . Possibly not where you want to go but RB30s are probably the cheapest RB to get and in a RWD app with a sane state of tune not too shabby . IMO extra cubes and less extreme FI makes the nicest power . A . I'll burn in hell . Watch this and think - who needs an RB26 ...

Quote Disco - why the affinity with internal gate turbos? If a custom manifold is needed why not go external/twin external gate and reap the benefits Because not everyone wants the trouble and expense of external wastegate/s . The only reason I suggested a one off manifold is because nothing short of an Evo 10 manifold fits the only Garrett twin scroll twin integral gate GT30 BB turbine housing made . If they did one in twin entry T3 flange it would be even easier , how many of you could resist a twin scroll twin IW turbine housing that fitted your std exhaust manifold ? More torque and better turbine response than your getting now with single scroll housings and how cheap and easy compared to two external gates and the extra plumbing they need . On a trailer sailer it doesn't matter but on the street it does . Tractive effort is that which is needed to harness high torque , the best you're gonna get there is AWD in anything street driven . A wise person once said to me that AWD was the best answer to turbo torque on the dirt and thats why all the decent rally rockets went to AWD . Not the go for all out tubbed drag cars but thats so far away from anything with number plates anyway . I reckon without front wheel drive on the track a GTR would just be a larger Sierra . In the locomotive world they measure tractive effort in thousands of pounds - in the US anyway . The other way is to look at a percentage of the beasts gross mass in its draw bar pulling capacity . So say 30% of a 132 tonne unit = lots . Recent tests our mob did with AC traction units showed the horse derated itself from 4400 to 2750 Hp just to hold its feet . What this shows is the difference between power/torque and tractive effort , how you go about getting your power to the ground is a different issue . A .

Another gut feeling is that with the larger 1.06 AR Garrett GT30 turbine housing you could get a bit more squirt out of a GT3076R or GTX3076R . As has been said before other compressor upgraded GT3076R style turbos have used the larger T04S compressor housing and they would not do this without good reason . Don't forget that these 0.70 AR comp housings were standard fare on turbos using the old 409535-1 (60-1) compressor wheels and they are ~ 76mm OD . Same deal with the er 7/14 bladed versions of the "GT3076R" turbos . I think it depends on what you're trying to do , if its just maxing the turbo then the largest available housings are probably the best way to achieve that . Most people have issues with turbo lag doing that and with good reason , out of most of you I think Mr Mafia is one of the few who quotes torque figures and torque is god as far as I'm concerned . I think he's right saying that E85 is a good way to decrease combustion temps and therefore EGTs and this would count for something when using not the hugest turbine housings . It would be interesting to try a GTX3076R with a larger compressor housing in 0.63 and 0.82 sized Garrett GT30 turbine housings . If money was no object a decent exhaust manifold flanged to take the Evo 10 style Garrett 0.94 AR twin scroll twin integral wastegate GT30 turbine housing would be very interesting particularly burning E85 . Mafia your R33 must have been a bit of a missile with the 0.63 and WMI combination , feel sorry for its rear tyres . Sadly Garrett never made a T3 flanged 0.73 AR GT30 turbine housing , HKS did make that size but in T2/25 flange and no integral wastegate . People who used ext gate GT3037s liked 0.73 turbine housings and on SR20s the 52 comp trim ones were torque mountains - for an SR20 anyway . Cheers A .

My gut feeking is that Garrett have a bit too much compressor capacity in a "GTX3076R" and their partial fix is to use a GT35 turbine with the "76X" wheel to get GT3582R type performance . Time will tell if the GTX3071R becomes the replacement for the GT3076R 56T .

Few manufacturers these days go with high mounts and one of the reasons is that a turbo (or anything) will act as a gas trap and when coolant boils it changes state to a gass . To have a turbo water cooling system work properly the turbo can't be the highest point in the cooling system , steam bubles need to rise out of the turbos core but if theres no where to go they just displace the coolant fluid and everything up there stays hot . Manufacturers like Subaru with EJs fit a header tank which becomes the highest point in their cooling systems and the pressure cap goes on top of that . It gives hot water and any steam bubbles somewhere to go so that the turbo is always full of water which can thermosiphon out and be replaced by rising cooler fluid . The critical time for a turbo is at engine shut down because there is a considerable amount of heat stored in cast exhaust manifolds and turbine housings . Now because the oil and water pumps have stopped all thats left to keep the turbos core at a sane temperature level (to preven any oil cooking) is the water coolant . It takes a lot of heat energy to boil water but when it does and becomes a gas (steam) it can't absorb any more heat from cooling jackets . Therefore it needs to be replaced by cooler water and it needs to move to transfer the heat it absorbs somewhere where it isn't a problem ie radiator tank or preferably an overflow reservoir . I learnt about water cooled turbo systems by having one fitted to an FJ20 which in std form doesn't have it . Found water low on the block (block drain plug hole) and returned water from the turbo at a drilled and tapped hole in the head just on the engine side of the thermostat (FJs have the thermostat at the top hose not the bottom like an RB) . So we sourced water at the lowest coolest point in the cooling system and returned the hot stuff at the highest hottest point . It doesn't matter if the coolant is pumped or not through the turbo because the issue is really only at shut down and then the water pump isn't doing anything anyway . So long as the turbo water lines aim vaguely uphill to the highest point the system will work . On my old Bluebirds FJ you could hear the water boiling and the steam bubbles gurgling up the high pipe to the thermostat bowl on the head . From there they went out through the open thermostat and up the main hose to the radiator . I was using an R32 GTR radiator so from its cap overflow the bubbles ended up in the overflow bottle . Generally it only took about three minutes of this water cycling to protect the turbos core . You can save a lot of money by using second hand or new steel lines banjos and bolts off SR20s because these fit Garrett BB turbos from GT2554R up to GT3582R . You carefully cut and bend the steel tubes to form the shape you want and the steel tube only has to reach beyond the worst of the turbos and manifolds radiated heat . Then you simply use good quality EFI rubber fuel hose to plumb the cooling to the waters source and return points . Matter of opinion but I reckon aftermarket banjos and braided lines are expensive and look very non standard , the banjos tend to be bulky which makes them awkward to work with because its not really their intended application . Often everything attached to a turbocharger is a pain in the ass to work on in often cramped spaces so this is one area that you can reduce the agro if you try . From memory std hitachi turbos and large framed Garrett ones use the same sized banjos and bolts as VLs do so factory type stuff is available . Sometimes you have to shorten up the threaded sectons of the banjo bolts if they bottom out before clamping up on the crush washers but a vice and saw fixes that . Hope this helps , cheers A .

Check the numbers on the GT2871Rs ID plate because the 56 or big trim one is a bit of laggy thing . The 48 or 52 trim ones would be way to go , HKS uses the 52T one in their spec GTRS . A .

Thanks Duncan , I've been looking into the Core i7 version of the HP Pro book 6560r and I've seen it going in the the mid 1300s which sounds alright . It would kill several birds with the one stone because I'd like something more modern than this old Dell D630 Core 2 duo and a real RS232 port would be a huge bonus . It (D630) dual boots 7 and XP and the latter is only there for Datalogit so running it from 32 or preferably 64 bit 7 would simplify things . Thanks again , cheers Adrian .

More info would be good about running Datalogit from 64 bit Win 7 . A .

Nope , for more "extreme" conditions they use Ni Resist which is a high nickle content iron alloy and Inconel for the turbine wheel . There is a large range of bush bearing GT series turbos for diesels and even a few ball bearing ones like those GT37Rs and the big framed GT3576R . Garrett can't justify using expensive materials when cheaper ones do the job in lower temp environments . Actually even some OE petrol engine turbos get the more mundane materials at times . An example many know is the SR20DETs , I think it was very late S14s and most/all S15s that got ball bearings and the better turbine and housing materials . A .

Hi Duncan , I looked into those HP 6560bs and they have the serial port standard . I was not aware that any current laptop had them but it is a bonus . Which one did you get and how do you find it overall . Can you PM me on where it came from and what the approximate damage was please . Cheers and thanks , Adrian .

Yes thats true , just trying my luck with someone elses gadget . This adapter just happens to be PCMCIA though I'd look for cardbus if buying myself . Will also search for Express card Serial adapters if such a thing exists . Interesing about running Datalogit from 64 bit Win 7 , that would free up laptop choices for me heaps . That aside I got my computer person friend to get the gadgets drivers in but forgot to take the serial cable with me . Always something , cheers A .

A friend recently bought a Ritmo branded PCMCIA to dual Serial port adapter (CC-M66) and I'm going to try to get it to work with XP to run Datalogit . Struggling with the drivers ATM but thats mainly because I'm not a computer geek . If its a goer it will unchain me from laptops with serial ports and may lead to a way to run Datalogit from Windows 7 . Has this been done before successfully ? Cheers A .

Not so sure you'll get a fat mid range with a GT3040R/GT3082R on a 2 litre four . They are known to be lazy on 2.5 L sixes and even a big bore medium stroke engine like an FJ20 won't change that . Most aren't interested in the history lesson but the HKS spec "GT3040R" was the better one because its compressor was 50 trim not 56 trim like the Garrett marketed one is . Your call but I think a GTX3071R or GT3076R would be a better thing on an FJ20ET . It's your money and you can spend lots of it trying to solve a turbo problem , or just use a more appropriate turbo first . A .

As has been said a lot over the years the small frame GT3582R has alien housings for its wheels both sides , I believe its because the original or HKS spec "GT3240R" used a T04S housing on the cold side and a HKS bored out GT30 turbine housing on the hot side . Garrett obviously thought we can do that too and used their own spec GT30 turbine housings . The result is their turbine maps for GT3076R and GT3582R units , bigger turbine in the same housing will flow more but ... The larger frame units are diesel based ones and the ball bearing cartridge is an evolution of the big frame "GT" center section . The first of these AFAIK was the HKS spec T51R which like the T04Z and T04R 60-1 is modified bearing housing wise to take T series exhaust housings . A few years back I looked into these GT37Rs and they all seem to be upgrades for Americal diesel "pick ups" ie Dodge Cummins Ram/GMCs/F111s etc . At home I had pics I downloaded and they all used Garrett lower temp spec materials in the turbine and its housing . This was a cost saving exercise because the higher spec materials for performance petrol spec turbos is expensive and in housings more difficult to cast . ATM I can't remember but the diesel spec turbines may have used an extra blade but I'll have to check later . Comp wise these GT37R turbos used (largest to smallest) the 88mm C spec wheel or the 82mm GT40 56T wheel or I think an 82mm 50T version of the C spec wheel . Look in turbobygarrett under diesel upgrade turbos . I believe Garrett has a problem with turbines and trims but they make them that way for a reason . They got it right with the 76 trim size on the GT28 NS111 and let us down by not giving use the larger 60mm 76T NS111 turbine (TR30R turbine) . From GT30 on to GT42 most of their turbines are 84 trim inc the cropped GT30 and GT35 turbines , the exceptions are the diesel spec GT37 and petrol spec GT40 turbines which are 78 trim . The only reason to run big turbine trims is to get more flow through marginally sized turbines and turbine housings . The want to have a lot of gas flow capacity through a reasonably compact turbocharger is the reason we have units like GT30R and GT35R in the smaller BB frame size . Medium turbine trims work well but when you market turbos on maximum power potential they don't "look" as good . When people want to have high mid range torque and acceptable boost thresholds suddenly big trim turbines don't look so good . Anyhow most aren't after the sort of performance potential a GT37R or GT40R can give but to the few that are anything that can give a better boost threshold is a godsend and in these cases reducing the turbine trim from 84 to 78 was the way Garrett did it . Big trim turbines tend to be narrow ranging things which is perfect in big diesel engines that run on full load for long periods of time . Not so good for a performance petrol engine where the wider the power range the better it works . Note that HKS used T series turbines in the T51R and T04Z , the reason I reckon was those old Ts are 76 trim even though the GT42 etc turbines are more efficient things - not necessarily more responsive things . ATM Garrett is more concerned with compressors and that is a cheaper way to go , eventually they will have to do something with turbines if they want a bit better response . It wouldn't be that hard for them to make GT30 and GT35 turbines in 78 trim but it would increase the parts inventory having to stock another complete range of turbine housings to suit . Gotta go , freight train to chase cheers A .

Some people really like them , said to be a broad ranging thing for their intended power potential . Going to be a better dialed in thing than say a GTX35R . Actually a GT3582R is really a GT40 based turbo but in a small center section and with alien housings . A .

Searched under GT3788R in case people were wondering what they are about . This is a link to a Supra site and what some think of some of these units . http://www.supramania.com/forums/showthread.php?117662-Garrett-GT3788R...the-middle-ground-between-a-GT35R-and-GT4088R . Just remember that BB GT37 and GT40 turbos are big frame twin scroll turbos and of all of them only the GT4088R is a purpose built petrol performance turbocharger . The three GT37BB variants are diesel spec units with lower temp spec turbines and turbine housings . For 500 horsepower it may be worth looking at a GTX3076R or a std GT3582R . A .

I personally think water or water methanol injection is easier , a lot less involved and allows you to still use pump fuel . A .

The way to find out would be to compare a standard piston with your CP ones . I think the chamber sizes are different R33 R34 DET heads so you would need to buy R34GTt specific pistons to get the static CR right . Should always measure anyway , cheers A .

Possibly the easiest option is just to sell the R32 and buy an R33 . You can spend a lot of time and money building an R32 GTS25T - or you can buy one with all the factory parts supplied in an R33 . And its complied and insurable and legal . I know everyone likes to turn cars into projects but theres nothing wrong with starting out with the closest basis to what you aim to end up with . The R32 wont have the right gearbox , diff I don't know and etc etc etc . The complete conversion (everything the 33 has) would cost a bit and its doubtfull your going to get it back later . Anyway your call , I went with a 33 because it was the simplest most problem free option . A .