discopotato03

Thats not a "REAL" GT3076R , a 76mm compressor does not necessarily a GT3037 make . The REAL ones have a GT37 series compressor wheel with 6/13 blades in mostly 56 trim , occasionally 52 T , almost never 48 trim . The REAL GT306R/GT3037 cartridges with the 76.2mm GT 37 series compressors are 700177-5007 or -5006 or -5005 - 56/52/48T . Those housings don't work very well with any of these turbos just like a 17" rim doesn't work too well in a 16" tyre . Your money your calls . A .

I have a Rex turbo but they're nothing special . There is a rare JDM version of that family that does work well on EJ20's byt none of the heros wants to know about a TD04 anything . If interested search TD04"HL" , looks like the std TD04HL 13T-6 but works better on EJ flatulence fours ... A .

FS one brand new black Turbosmart 50mm Pro Gate . $800 . Also brand new black Turbosmart 1200 series Fuel Pressure Regulator inc bracket . $300 . 0407 000 098 . Cheers A .

No they wern't wrong as it turns out . I've just been looking at one of these suckers on a sand drag turbocharged quad bike and it was interesting to see what big G did . I removed the k&N pod filter to measure the compressors inducer which is very close to 46.5 , that suggests its the 60.1mm 60 trim wheel from the generic GT2560R - OE SR20 type turbo . The compressor housing is a T25 0.51 A/R with plain barbed inlet/outlet . The turbine housings on these things is an OE looking offset outlet style with a triangular three hole mounting flange . It's interesting for a small frame GT25/GT28 series BB turbo because the A/R ratio is 0.56 . Most are 0.64 or 0.86 . The interesting thing in the hot side is the 76T NS111 turbine which is the largest of the BB GT28 turbines and the one used in units like the GT2860RS/HKS GT2530/GTRS etc . Whats interesting to me is that the cartridge and wheel combination appears to be the one used in HKS's SR20 spec GTSS turbo and one I've never previously been able to find the cartridge number of . Can now be 85% certain that it is 446179-5053 . If I'm right it means if this cartridge is buyable you can make the GTSS spec turbo up with it and a remachined turbine housing . Another option would be to get some clued up turbo mob to change your turbine and machine its housing to suit . Always nice if the factory cartridge is buyable for quick turnaround . One further is that there is another version of this turbo with 3mm smaller wheels in both sides and the quad bike people have - just not here . It will also be interesting for "itchy fingers" to interrogate for wheel sizes and part numbers . All this is not a complete waste of time as I'm trying to put together a small responsive BB turbo for my dinosaur Subarus EA82T engine . The first attempt is not responsive enough so trying to find ways to have a win without going broke . Cheers , A .

Well your call but I reckon a GT4088R would have been better on all counts for any RB25DET while still being too big , more compact and a more efficient unit to start with . I just don't see 800 odd horsepower bellowing out of an RB25 or if it did there wouldn't be much in the way of RB25 parts left on it . Really its the head and manifolding that are the hallmarks of an RB25 , 33/34 spec anyway . To justify big turbos I think you need more than 2.5 liters and to survive high revs a non hydraulic valve train makes sense to me . The 26 head is what the six throttle manifold lives on and they don't easily go on any other RB head . I think a 26/30 would be a minimum for these big turbos . Was it just me or did that "Z25" go a long way up the rev range before the turbo spun up ? Cheers A .

Hi all , I need an S15 SR20DET ball bearing turbocharger - GT2560R part No 466541-4 with CHRA No 446179-38 . Must be in working order meaning no chipped/bent blades or shaft . Oil leaks unimportant as its needed for parts . PM me , thanks Adrian in Sydney .

I have a set brand new in their boxes , owe me 850 . Your call , A . PM if interested .

Yep ears burn ... The GT2859R's complete assemblies part number 707160-9 is actually a GT28 turbo because of its turbine wheel . In Garretts GT ball bearing range there are two GT28 turbine wheels , both are 53.8mm major diameter and 9 bladed but the trim sizes are 62 or 76 . So when looking at GT25 or GT28 BB turbos note the turbine diameter and trim and blade number , 53.0mm and 62T and 11 blades = GT25xxR where 53.8mm and 62 or 76T and 9 blades = GT28xxR . GT = Garrett Technology , 25 or 28 etc = turbine family , 59/60/71/76/82 etc = compressor wheel major dia in mm , R = rolling element ball bearings . Soo since you can buy those GT2859R's AKA GTSS's at a Garrett price thats what I'd do . If you get a little too much grunt just back the boost off a little , I wouldn't buy lower tech units to make a power ceiling . If you order these GT2859R's as Pn 707160-9 you don't get waste gate actuators , if you order GT2859R's as Pn 780371-1 you get the same units with Garrett supplied actuators . I suspect HKS order the former part number and fitted their own whatever spec actuatotrs . My contribution . Probably the wrong place to ask but I'm in the poo ATM over a new hybrid I had built and have to have it changed again , turbine and its housing . I could really use a second hand S15 Silvia spec BB turbo or turbine housing , the one I have was machined to suit a larger turbine than I need and you can't reliably sleeve them and re-machine for a smaller trim turbine . Some years back I went on a mission to list all the GT30 turbine based turbos with unit and cartridge part numbers and I hope to do the same with the more useful members of the GT25 and GT28 BB turbo families in the near future - HKS and Garrett marketed ones . Thanks in advance , cheers Adrian .

I sort of burned myself recently getting a hybrid Garrett GT BB turbo made up for the old dinosaur Subie daily - mainly because of something I didn't previously know . In the past there has been confusion over what the differences were between GT25xxR turbos and GT28xxR ones . How it works is that the GT25 turbine based ones use an older style 53mm major diameter 11 bladed 62 trim turbine . The GT28 ones use a 53.8mm major diameter 9 bladed turbine in either 62 or 76 trim . For some obscure reason I'd always thought the 53.8mm 62T one was just a slightly enlarged version of the GT25's 53mm 62T one but that's not the case . I will find out later today but ATM I think the GT28 62T turbine may be a smaller trim version of the 76T NS111 turbine and most likely why the 28's small trim turbine has higher efficiency numbers than the same trim GT25 turbine . Now this GT28 62T turbine I believe is std in the GT2854R and GT2859R/GTSS and the GT2860R-7 . What I had built was a GT2554R with the GT28 76T turbine fitted and its proving laggy on yon dinosaur flatulence four . I'd say its got a bit too much turbine for my engines exhaust gas flow so its not spinning the compressor wheel fast enough to make boost where I need it engine speed wise . Anyhow I found a few pics of the bum end of a GT2860R-7 and a GTR spec GTSS/GT2859R so you'll know what this GT28 62T turbine looks like . Highly unlikely but if anyone has a trashed one with a usable turbine let me know . Added two right hand pics of the old style GT25 62T 11 bladed turbines , note they can have hex head or three point stars on their centers for tightening/stripping . Cheers A .

Compressor wheel is not a GT series one , 7/14 bladed so highly likely a TB41 - GCG Hi Flow ? A pic of the tag and turbine side would be good , cheers A .

Actually I don't work in that industry . I think the GT30 turbine was designed to be low restriction for its ~ 60mm size and the largish 84 trim size and high inducer tips seem to be the way to go about doing that . If you wanted something in the generic T3/small frame T4 shaft size you gould look into the GT32 plain bearing turbines . I think these are in the 64mm OD range and from memory the trim size is a bit smaller than 84 . I have no idea how heavy they are and I'd say they would be in lower temp spec material being a diesel turbo . Cropping or back cutting turbine blades is one way of removing some of the restriction but its also removing some of the sail area used to drive the compressor wheel . Again from memory TA34 turbines went up to 76 trim which is what the street crowd call stage 3 . Maybe something else to look at is the turbine used in the Buick Grand National , a long long time since I've seen one but if still available at least they are a Garrett petrol app turbine . The problem as I see it is that bush bearing high flows are difficult to get right because wheels big enough to make adequate grunt are held back a bit by bush bearing oil sheer drag initially . I don't know if bush bearing GT series turbos are any better off in this area , maybe playing with a GT3268 or 71 cartridge could give the answer to that one . Cheers A .

Well personally I think you're better off using a Garrett GT30 turbine housing because they are designed for a GT30 turbine . Also only the ball bearing T series turbos use those TB31/TA34 turbines , the real GT28 or 30's use GT28 NS111 turbines or GT30 UHP ones . All there really is to gain by using a VG30 turbine housing on a Garrett BB cartridge is the std position and format dump pipe . If you go aftermarket then there isn't any reason not to use an aftermarket one for the Garrett T housing . Again personally I would not buy an aftermarket "VG" style turbine housing when there is Garrett IW ones available and designed to work with their cartridges and wheels . Also the Garrett GT30 housings are made of high temp resistant materials for petrol apps , not so sure about the aftermarket VG30 type thing . Also available in a range of sizes too . Your calls , cheers A .

I think it would be challenging to get 270 Kw's worth of exhaust gas through a VG30 turbine housing . You can look at a VG30 BB turbo as almost an R33 one but with a slightly smaller compressor wheel and slightly larger ratio turbine housing . They were designed to be a basic low boost turbo upgrade for the 3 liter V6 hence the larger turbine housing for the same sized turbine . Best performance option using std Hitachi bits is to exchange the turbine housing on the 33's turbo for the VG30 one . Largest turbine housing , 33's turbo already has the larger comp wheel thought the 34GTt may have a larger compressor housing , can't remember . Cheers A .

I reckon an RB25 , even an R32 NA one would be a better basis than an RB20 . No VCT like RB20 but more capacity and 25DET pistons should go straight in . Bigger bore/more cubes/far better porting and valve sizes std . A .

"GT30 & GT35 are the same frame, exterior housing sizes are identical. Its the wheels that are different inside" Ah , no actually the GT3582R's compressor housing and backplate/adapter are T04S . They are the same as what a GT3040R/GT3082R uses on its compressor end but the GT3071R and GT3076R/GT3037's use T04E housings and adapter rings . A .

I had and another steel rail is actually available , I was just asking in case some easy adapter already existed . This is for a non Nissan app and price too good to miss . A .

Just curious to know if anyone makes an adapter to convert a fuel rail reg back to a two 8mm barb type thing . Cheers A .

Turbos always look strange when you take a closeish shot from that angle . The fella has his thumb over the A/R number but I think it says 0.60 . It's not a T04B housing either . T04E comp housings always look smaller with the std inlet boss because for memory they are 2 3/4" where the port shrouded one is I think 4" . The wheel looks a little small at the inducer but the difference between 48/52/56T is 52.8/55/57mm so a whole 4.2mm smallest to largest . A .

I always wanted confirmation on the smallest compressor trim version of the HKS GT3037 and finally found it . This would be the one that's rated same as the GT2835 56T and likely the Garrett GT3071R though I reckon the larger diameter smaller trim compressor would work better . Cartridge no 700177-5005 corresponds with turbo number 700382-8 in my HKS parts numbers lists . This turbo is obviously made with a non port shrouded comp cover only , the next number 700382-9 is the non shrouded GT3037 52T and 700382-10 is the GT3037 52T with port shrouded comp cover .

Not to side with the establishment but I was talking to someone the the other day that raised this point . What about the class structures as in petrol classes rather than alcohol classes , E85 having bit of both would be in no mans land wouldn't it ? Just food for thought ? Cheers A .

If I was doing a twin cam RB30 turbo engine 9.0 would be absolute minimum I'd run and preferably the as mentioned 9.5 to 1 . The extra 500cc or + 20% should be good for in theory 20% more torque and most people say you get more out of each pound of boost with the higher CR . It possibly means that you may not be able to run real high boost numbers but IMO airflow is what makes the power anyway not a boost gauge number . Some may not agree but I think the idea of running E85 permanently is a bit premature at this stage , so many water and corrosion problems there may not be long term answers to just yet . Short term I'd like to see E10 or E15 that was based on 90% 98 ULP at the pump . Over 9 and under 10 CR for today's turbo road engines , IMO cheers A .

Not economically possible . Both the turbine and compressor wheels are larger and the compressor housing and back plate/adapter ring are different . If it were me I'd be inquiring through Garrett or GCG with the above mentioned cartridge number to see if its available . The 6 odd year exclusivity bisso would have long ago run out and you may be able to buy the 3240R and its compressor housing for similar money to the GT3582R ones . Toss a locally available and re machined GT30 turbine housing on it and you'd have a turbo that looks like a GT3582R but is actually a "GT3240R" A .

I was under the impression that you tuned for throttle position and used the manifold pressure reference to correct the TP map . A .

I think some years back I came across a thread about a HKS GT3240 on an Evolution Lancer , being a 4 cylinder and completly different configuration engine the dyno graph wouldn't tell you much anyway . The bottom line is that a HKS GT3240's turbine is about half way between a GT30 and a GT35 turbine size wise . The compressor is closer to the ball bearing GT35's one and it uses the GT3540R/GT3582R's exact same compressor housing . Its trim or inducer size is something like 2mm smaller than the GT35's comp wheel . There isn't a lot of info floating around about these turbochargers , they were obviously designed to fill the area above the GT3037S in big turbine housing form . Both the GT3037 and the GT3240 go back quite some years and at the time I wouldn't think too many had the need for a 550+ horse power turbo with a T25/T28 mounting flange . The level of tune on a 1.8-2.0L 4 would be pretty extreme and even more so in twin form on an RB26 . The best guestimate I can give you on its power potential is a bit less than a GT3540R/GT3582R because its compressor is a smaller trim and its turbine is cropped to be smaller than the std GT35 84T one but larger than the GT30 84T turbine . Its probably not silly to assume its response , all else being equal , is half way between a GT3037S and a GT3582R . HKS reckons 470 and 580 PS which I think is conservative . I personally think that they were running to the limit of the passage size you can get through the T25/T28 sized flange and that the larger T3 one would work better . For the record what engine do you have and what exhaust manifold ? SR20DET ? Cheers A .

This is all I've ever seen of the HKS GT30 turbine housing range , these all have the GT25/GT28 sized mouting flange and bolt pattern . HKS optioned them on the GT2835 range in 84 and 90 T turbines , the GT3037 range , the GT3240 in 0.87 and more recently 0.73 A/R . The HKS GT30 turbine housing A/R ratios are 0.61 0.73 0.87 1.01 and 1.12 . I'm not sure what this 0.96 one you mention is , do you have details or pics ? Cheers A .