discopotato03

If you really want to do it on a budget why not just freshen up a bog std RB30 short motor ? I think if you tune an engine properly and its a street car getting more torque is not an issue . A 20% bigger engine doesn't need to run in a real high state of tune to be good enough . IMO the only significant disadvantage with an RB30E short is the lowish compression ratio with a twin cam head on it . The heads can be decked a little and you may get it up to 8.4-8.5 which is livable on the street . Anyway on a tight budget its what I'd do , the only extra I'd contemplate is ceramic coating the piston crowns because 30's don't run oil squirters and they are difficult to impossible to fit . I think the urban myth is that you need 300 RWKW to spin the wheels and it just isn't so , trust me you can do it with a 200 crank Kw RB25det in std turbo trim and as we know power beyond wheelspin is useless . The extra 500cc's and better rod/stroke ratio makes it better streeter because the extra off boost torque you can use all the time . Where these cars let you down is that your not going to pull a punchy AWD turbo terror off the line because you can't get all your power to the ground . They are limited two those two rear contact patches and the weight on them . Anyway IMO a budget 30 will feel better than a more highly strung expensive 25 , it just depends on where "adequate" is for you and how hard you work your street engines . A .

Dash 5 similar but not the same as a HKS GT2530 , different turbine housing and compressor wheel . I thought R34 GTR N1 turbos were a unique GT2556R and not an off the shelf GT2560R . Dash 9 IS a GTSS and they are supplied to HKS without actuators so they can fit their own higher rate ones . A .

If the oil cooler is damaged why would it make a difference which side of the filter its on ? I'd have thought filter first because if you lose an engine the shrapnel shouldn't get past the filter and get caught in the cooler core , one less thing to replace with the rebuild . A .

I thought this topic was bashed to death a few years ago and the three answers ended up being RB20 BB Hi flow/HKS GTRS/Roy's TD06SL2-20G . Actually from memory the last two supposedly gave very close results with the GTRS being slightly more responsive . A .

Hi all , I'm having a few starting issues with my 33 and I doubt its the battery . It now has to be connected to my CTek charger so that it WILL start when I want it too . Recently got home after half an hours drive and the cow wouldn't start after I'd shut it down to open the garage door . From cold it fires up quite willingly off the charger but not so well having stood around after a reasonable run out somewhere . When I get it home its back on the charger which claims its around 3/4 charged . I reckon I need an alternator and I usually have higher output ones than std fitted to my cars if they need changing . I think I remember reading that some Maxima's had 100 or 120 amp output alternators on them where R33s tend to be 80 or 90 and can be Hitachi or Mitsubishi . Anyone had a win with a higher output Japanese alternator on an R33 RB25 powered car ? Cheers , Adrian .

I gather thats your turbo in your sig ? Its compressor housing appears to have the drilled recirc holes rather than the longer jellybean shaped ones most OE port shrouded compressor housings have . Mr Wollaf should be able to tell you what the 2835 Pro S comp housings snout looks like . My best guess is that like Nismoid said its trying to pump more air than the engine wants to accept at 3200 revs and the engine loading in 5th at those revs would be considerable . Off the top of my head R33s have a 0.759 5th overdrive ratio so its demanding a lot of torque in that gear at those revs . Tell me , what sort of revs are you changing into 5th at to load up at 3200 - or are you mainly just opening up in that gear at those revs and getting the subtle woofing sound ? Maybe HKS needs to make a 0.86 A/R version of their T3 flanged GT28 turbine housing . Really should have done that a long time ago but it is a costly exercise . The only other thing I can think of is to get a boost controller thats capable of having a lower boost setting just in that rev band in 5th only . A .

No they do both 84 and 90 trim turbine versions . Turbo number 700382-3 using cartridge number 700177-3 has the 84 trim turbine where unit 700382-20 with cartridge 700177-4 uses the 90 trim turbine variant . Also all the so called HKS GT2835 variants use the T2/25/28 flange size except the Pro S ones which are T3 footprint . I think the easiest turbine housing solution would be for Garrett to machine their GT30 IW ones to match these cropped turbines , a cropped GT30 turbine would work better in a GT30 turbine housing than GT28 ones IMO . A .

If you can get hold of a HKS GT2835 Pro S turbine housing that suits the turbine and the manifolds flange . Probably really want the comp housing port shrouded as well . A .

I thinkn I said earlier that is the worst one lag wise , it would be my last choice for a GT2871R . A .

Novel thought but I wouldn't be turbocharging an NA EZ30 either , three litre high compression motor with split aluminium engine cases . Hand Grenade territory I think . I'd think firstly what to I want to use this thing for and is there something else thats a better basis to start with . It it has to be a Subaru for dune duties can you option an EJ25 turbo version ? If so it would at least be a factory turbo engine and there are lots of Rex higher performance bits for EJ25's nowdays . If its a performance AWD road wagon you need you could think Stagea and RB30 . Your call but turbo flatulence fours a right royal PITA and they sit WAY too far forward in Zoobs to make a good handling package . Even with the fours you can't shut the engine backwards without screwing up the front drive shafts angularity and then theres the 120Y gearbox unless you have the long and heavy 6 spd one . Handling , so much is needed in those Y bone and strut front ends and if you can stop the body roll and geometry change they're hopeless off road . The bottom line is that Forrester's and Liberty's are not performance wagons and without spending really stupid money I think a well sorted RB30 Stag would run rings around them - on the blacktop . That aside I think you're on the wrong track looking for X amount of kilowatts , I'd be looking for an adequate amount of torque and having it over a wide enough range to suit the gearbox ratios and be usable . Anyway if you are determined to go this way you could do worse than to look at the turbos Ford has on XR6's because initially they were looking for low boost performance admittedly on a four litre engine . Their solution was a GT3582R using the largest 1.06 turbine housing and a smallish T04E 0.50 compressor housing . I suppose you could emulate this with a GT3076R (1.06 or 0.82 turbine housing and a T04B 0.60 A/R comp housing) but its an experiment at best and theres no guarantee it would be a success . Sorry but IMO Subaru's paint you into too many corners if looking to modify them seriously , its because they try to engineer them to be smooth comfortable things which the majority of their customers don't intend to throw around too much if at all . I reckon the factories only really tried hard when they had to build road going homologation specials to comply with production based race/rally cars ie 5000 road cars and 500 sporting evolutions for FIA Grp A . Things like Walkinshaws/R32 V Specs/RS500 Sierras/RS Evos/STi etc etc . Homologation specials have been sadly missed in the last 10 years but thats what you get when motorsport becomes a spectator sport and the regulating bodies focus purely on profits . A .

Well if the map is correct you can assume the compressor side of the TURBO should be good for ~ 540-550 Hp's worth of airflow at three bar absolute / 29.4 pounds psi gauge pressure . This is not to say a Neo RB25 can do this because the map is only trying to show compressor end performance . Since the flow ratings are getting towards GT3076R levels it's probably reasonable to expect it to respond like one - possibly a tad earlier but I'm only guessing . You should probably compare that compressor map with the one of the real GT3076R 56T because while its peak efficiencies are very similar I like the 76R map . I did say recently on one of the American boards that Garrett's trend when they make higher flowing compressor wheels is to go up a family size of compressor housing because you get a larger diameter back plate/diffuser section and a larger radius volute passage . From maps I've seen this tends to widen the islands and increase the gap between them . When they are all close together I think its telling you that they are getting rapid changes in thermal efficiency over a short distance on the mass scale which to me indicates its not a wide ranging thing . Maybe these things need a T04S housing or even one of the slightly smaller ratio GT40 ones , it means more bulk and weight and dunno if Garrett want to go there . If you've got time look at the GT4088R compressor map because they are really nice though more than you're looking for . The significant things are the small wheel trim and the larger GT40 0.72 A/R comp housing and although OT the 78 trim turbine size . The 0.82 housing , if it really is the Garrett GT30 one , should work well but I wouldn't go looking for boost at 2000 revs . I think the go is to improve the engine itself so that it makes a bit better torque off boost and be a bit more seamless to drive . A .

I can't get anything like a full manual to download . Yes I'm in Sydney and I can get a thumb drive to you . Can you PM me with details please Cheers , and thanks , Adrian .

Hi all , I'm looking for an R33 (93-97) WSM and on disk is fine if it is a good copy . I managed to download an engine manual so now I only need everything else . Cheers and thanks , Adrian .

AFAIK Garrett sell non gated T3 flanged turbine housings in 0.63 0.82 and 1.06 A/R sizes . Compressor housings are going to be a bit harder because I think only HKS did port shrouded housings and that was for the GT2835 Pro S units , I don't think they are available seperatly . Garretts T04E 0.60 A/R one is profile machined for 76.2mm GT37 compressor wheels and you can't machine them smaller . If you could find a T04E housing with a large plain boss like say the 0.50 A/R one on most GT3071R turbos you can modify that one . My instincts tell me that its going to be hard to have a win because these GT30 turbines are big in trim size and going small in housing A/R size is possibly not the way to go without a port shrouded compressor housing . This is where people like me believe that going small with the turbine housing can wake the turbine up at reasonable engine revs , dunno with 1.6L , but then the compressor wants to surge as it climbs into boost if its housing can't control it . You may have got that cartridge cheap but it could be a false economy if you have to spend fortunes on it , and even then the result could be average . You should probably speak to the mob at Hondatech.com and also Geoff Raicer from FullRace because he's no stranger to Hondas in the US . I think its a big ask to want a lot of performance from even a well developed 1600cc engine and have it drive nicely around town . To make big power they have to rev and thats not what people generally do in their local residential area . I think a "big build" would give you a nothing nothing nothing WHAM type power graph and you'd have doubtfull control with a front wheel drive car when it all came together suddenly . From my experience AWD is the best answer to turbo torque and having been there with an old Subaru that went from FrWD to AWD the difference is night and day . Its what inspired me to buy an Evolution Lancer which I really like because they come pretty well set up for a factory deliverd car wearing number plates . Less to have to do when much of the basis is there from the start . Anyway its the same story with Evos , people want to throw big turbos and cams at them and wonder why they have no guts at sane revs and speed . Its hard for some and I'm as guilty as everyone else , build what is most user friendly and usefull 90% of the time . People often go chasing a number because it sounds big but living with it can be impossible . My friend Steve likes to say adequate , the performance is adequate to the task . A .

I'm interested in the drivers side glass if it has all the mounts stoppers etc on it . A .

What my car has done is broken the front nylon mount where the horizontal bracket is fixed through the hole in the glass section . These cars use a weird system where the nylon sliders attach at the scissor arms and the window is anchored to a horizontal bracket which is a channel for the sliding nylon bits . If anyone can show me the section from the workshop manual of the internals of R33 Coupe door with elec windows I'd appreciate it . Cheers Adrian .

The bottom line is that any manufacturer etc can go to Garrett and say I want one of your fancy ball bearing turbos dialed in to suit this application . To this they'd say well we have housings to do that or no we don't so will you make your own . Ultimately the mob who wants it pays the development costs so its their intellectual property which Garrett can't market themselves for something like six years . A couple of years back I was looking into a large frame BB GT3576R which Garrett make for Hino and Isuzu mainly be cause they have balls and T4 flanged twin scroll IW turbine housings available . The fall out was that Garrett and its distributors can't sell them to you even if you have a buggered one and to go get reamed by Isuzu or Hino who can sell them at a very special genuine spare part price . Getting OT but the large frame plain bearing version is available and I was trying to find out if the turbine shaft was the same and BB mods possible . Anyway much of the HKS BB range has been around for a lot more than 6-7 years which is why you can buy them from Garrett Japan if still available and you know the cartridges part number . If you buy say a GT3076R from Garrett , or one of its distributors , what your getting is what HKS got for a GT3037S 56T . They slap their turbine housing / bell mouthed insert / tag on and sell in a HKS box . Garrett sells with their own turbine housing if required and most don't worry about the inlet piece . I went through this process when I wanted a 52 compressor trim GT3076R/GT3037S and wanted the port shrouded compressor housing as well . I knew the cartridge number and managed to track down the compressor housing made by Garrett and fitted to GT3037S 52T turbos . GCG confirmed both part numbers and that both are available and ordered them through Garrett via Japan . They now carry these in stock here . I don't see any reason why anyone couldn't do the same thing for say a GT2530 cartridge or the IMO better HKS spec GT3040/GT3082R 50T if you're into that kind of thing . Often the achilles heel with HKS turbos is custom HKS housings because if you can buy them at all they are often expensive low volume things . They only do them if Garrett doesn't have suitable ones BUT its the difference these custom housings make thats often the reason why HKS turbos in some applications work that much better than a Garrett marketed unit - with whatever housings they can fit to make it look vaguely like a complete turbocharger . Remember that from Garrett's perspective these generic aftermarket type turbos are not developed for a specified app so don't winge if they don't peform flawlessly . If you get right into this stuff you can get to know when HKS uses a virtually complete Garrett turbocharger and merely adds a spiffy tag and maybe a wastegate actuator to crank the boost up a bit . If you were thinking GTR type GTSS and Garrett 707160-9 go to the top of the class . Actually I stumbled across the cartridge HKS has in their single SR20/CA18 type GTSS and it is OE in believe it or not an aftermarket BB turbo for a Ssang Yong Musso diesel . What some people do is keep an eye out for damaged HKS turbos and buy them for their at times unique housings . Provided they are ok generally a new cartridge from Garrett makes them essentially a new turbocharger . A new cartridge is not a bad idea because the business end of things is brand new . Turbos often wear say the turbine seals journal meaning basically you need a new bearing housing along with the bearing pack and front seals . Sometimes when you add labour and balancing a hand built one can cost as much as a newin so why not have all brand spankers . A . The thing that makes the biggest difference is the pretty HKS tag , guaranteed to boost at idle and 100 mph higher top speed ...

Garrett always said that it was a turbo without a turbine housing and I expect its the way they supplied them to HKS . HKS adds their turbine housing/bell mouthed insert and screws , also the bling HKS tag . From Garrett you option them with a Garrett turbine housing and if its an IW one the actuator and its bracket . Dale I was always under the impression that the S was for the port shrouded compressor housing because none of the std ones have it - and also the IW Pro S still has the S . A .

For the "real" ones with the GT37 compressor wheel the cartridge numbers are 700177-5006 and -5007 for 52 and 56 trims . A .

For the "real" ones with the GT37 compressor wheel the cartridge numbers are 700177-5006 and -5007 for 52 and 56 trims . A .

For the theorists there has only ever been two ways to increase an engines output without raising the state of tune , first is increased capacity and the second is higher compression ratio . An RB30 is about 20% larger than an RB25 and the extra (in theory) 20% torque means you don't have to lean on it as hard to make it go . It also means you can size your turbos slightly larger because you aren't lacking poke down low . I think this is why you used to see twin cam RB30s with a GT3582R and the largest 1.06 turbine housing on them . The higher compression ment more torque down low and the turbo wanted to go in the low 3000s engine rev range . I remember reading about people having high comp RB30s in Skylines and going most places effortlessly in 4th or 5th gear , floating along the expressways using little to no boost on the hills . Generally high compression ratios have always meant better part throttle torque and its why some later NA cars are getting up there . In a part throttle state there is limited cylinder filling because the throttle/s are limiting airflow . What the cylinders do get is compressed into a smaller clearance volume creating greater dynamic compression and in theory higher combustion pressure . No doubt some of this effortless running would have been because Skylines are geared for 2/2.5L engines and would have surely had taller diffs if RB30 had been a factory option . From memory VLs had 3.45 diffs and seemed to pull them ok in admittedly a lighter car than an R33 or R34 RWD . A .

In reality a Garrett GT3076R is a HKS GT3037S without the bell mouthed insert piece and a HKS turbine housing . In recent years you could get the 52 and 56 compressor trim versions ex Japan and the matching port shrouded compressor housings as well . HKS added their own unique bits to an as supplied Garrett turbo , it would not be cost effective for them to buy turbochargers and alter them . They'd have them made to spec which they do/did . A .

Those GT2860RS turbos are good things but they won't make big power numbers because they run out of airflow at higher revs , its the power at revs that gives the high Hp numbers . I'm nearly out of time and a steel train is waiting . I would have thought seriously about the small or medium trim (48/52) GT2871R because it uses the exact same turbine wheel as a GT2860RS but offers more air pump capacity . I havn't looked for a while but from memory the 2860RSs compressor was good for 36 pounds of air flow by mass where I think the 48T 2871R is good for about 39 pounds of air . The 52T version is about as much compressor as I reckon the GT28 turbine can handle and the 56T version goes a bit too far IMO . Thanks to one of the fellas here I have a HKS GTRS and its a T3 flanged version for an RB20/25 . These probably wouldn't be a bad think for your application but A T28 flanged version would be easier to package and you have a choice of two turbine housing sizes . These HKS GTRSs also appear to have a T04B sized compressor housing with a unique style of port shrouding . Anyhow give some thought to the GT2871Rs or the GTRS version because they are the next incremental step up after the GT2860RS . Also your call but I prefer to use a turbine housing designed to suit the turbine wheel and a real T3 housing isn't the same as either GT28 or GT30 even if it is machined to suit the wheels profile . A lot of ways have been tried to get GT30 turbines to be more responsive but I think its a bit hopeless because they were all made in big ie 84 trim size , actually one of the cropped types is even bigger at 90 trim . There is a 60mm 73 and 76 trim version of that GT28 turbine but the Grinch's at Garrett won't give it to us in the aftermarket . If they hold together they could help solve a lot of the GT30 turbine family woes so why they don't use it escapes me . Maybe they don't want to be competitive in that size range . Piss poor customer service if you ask me . A .

If you want to go cheaper there are T04 and GT series bush bearing turbochargers that could do the job and not be too laggy . I vaguely remember a hotted up VL having a T04 60-1 turbo and it was tearing up the tar with 10 pounds of boost and a cammed SOHC head . It did have to have an external gate (mount) welded on its exhaust manifold . Most are going to have lower temp diesel spec turbines and exhaust housings but that and the plain bearing center section are where the cost savings are . A .

Easy Marf , there's bit more to this than meets the eye . Before I start what engine and goals is this dryer aimed at ? That said , the family of GT30 turbine based turbos is vast for an after market type unit and the variations differ only greatly . The smallest being the 84T cropped turbine with the smallest 48T 71.1mm compressor and the largest being the full turbine with the 56T GT40 compressor . Garrett have used T04B and T04E compressor housings with this 71.1mm compressor , generally the GT2871R unit get the B housing and all the "GT3071Rs" get T04E housings . For the record T04B compressors were generally 70mm dia and T04E 76/76.2mm diameter - but not always . You go into a grey area with non std configurations because it may be one Garrett hasn't tested so its characteristics can be unknown . You can get things like compressor surge and or lazy spool up and money spent developing can be good after bad because the result is never guaranteed . I know its easy to say now but it may have been a good idea to wait for more results with the newer GTX versions because eventually I can't see them costing much if any more and they are Garrett's latest development for the aftermarket . I think everyone got excited when those "real" GT3071R turbos/cartridges became available but they didn't seem to deliver the I'm much more responsive than a GT3076R result everyone thought they would . The wheels in both sides are good in suitable applications but I think maybe they are not a good size/trim speed match for each other . I believe it comes down to Garrett's stubborn resistance to making the GT30 turbine in anything less than 84 trim and the only response from one who used to be on their inside was that a smaller trim would flow less and make less maximum power . History proved that the competition TR30R , which I believed the real GT3071R was derived from , used a better turbine style and it was made in 73 or 76 trim . They put many a rally team on the podium and got Audi over the line first at Le Mans - several times I think . Anyway HKS went a slightly different way when using these 71.1mm compressor wheels . The used the cropped version of the GT30 turbine in their inaptly named 2835 series or the best flowing GT28 turbine in the GTRS - which is a GT2871R 52T in HKS housings . HKS prints on their tags "Power and Response" which reads to me I've been dialed in nicely and make torque where its needed . To do this you need to have some boost in the lower mid range and the system becomes self sustaining after that . They were looking for feel good performance in modified street cars and bigger badder performance for those who wanted that kind of thing . The did think "oh shoot this turbo won't flow gangbusters" but spinning up that compressor will spin the treads . In other words they were marketing a result and associating the result with their name . Anyway you have options to use compact GT30 turbine housings made for your turbine but they are T2/25/28 (same) flanged non gated ones from HKS . I don't think it would be the end of the world to use a T04B compressor housing but the outcome would be better IMO if it had a ported shroud type inlet boss which would need some customised machine work . I vaguely remember Alex from Plazmaman using at times the 0.70 A/R T04B compressor housing and it may have been set up with a ported shroud but without the radial slot . So anyway what engine in what bay to give us an idea of what sort of packaging constraints you have . A .