discopotato03

The turbine housings HKS gets made are quite compact compared to Garrett GT30 ones . A lot of it is because they are generally T25/T28 flanged things and the outlet flange is smaller than Garretts GT30 housings . All Garrett seems to be doing is boring GT30 turbine housings out for GT35 turbines (GT3582Rs) and since the cropped "GT32" turbine is larger than a GT30 one I reckon you can have the same done solving the lack of official turbine housings . Easy fix using locally available GT30 housings with or without an integral wastegate . A .

Your call but I'd leave the NEW OE thermostat as is because that jiggler valve is really only there to bleed the air out of a cold system after its been drained and refilled . If its open all the time you may get a slow warm up and cool temps in cold conditions . The std thermostat should be ~ 76 degrees which is cool compared to some things these days . I agree that a better radiator is the smart first try . My reasoning is that if the radiator can't cope then having a cooler thermostat - or none at all won't stop it overheating . The golden rule is that the radiator has to be able to cool the water to at or below what you want the engine to run at temp wise . I think an oil cooler is a must for track use but good radiator first . My 2c spent , cheers A .

Scratch that , those part numbers ARE the cartridge or CHRA ones . To be on topic my HKS list rates their GT3240 at 580 PS . Up till recently AFAIK they only ever sold them in a reprofiled T25/28 flanged GT30 turbine housing in 0.87 A/R ratio . I think currently they are making a flange adapter to syit the Evo 10s exhaust manifold which incorporates an external waste gate mount , the housing they option for the Evo 10 I believe bolts to that and is in 0.73 A/R . Cheers A .

Possibly even better , I have a pic of a GT3240's ID tag on the lap top and it shows the turbochargers part number , 706451-14 . That sounds about right as I have the GT3540R/GT3582R's part number as 706451-5 so in the family . A .

Those HKS spec "GT3240's" are a bit of an odd ball but in reality they are an altered spec Garrett GT3540R AKA GT3582R . What they did was crop the GT35 turbine down to approximately GT32 turbine dimensions ie around 64mm major diameter and at 84 trim . The compressor wheel is the same family as a GT3582R but its 82mm 54 trim insted of 82mm 56 trim . Same T04S 0.70 A/R comp housing . HKS just bored (profile machined) their T25/T28 flanged GT30 turbine housings out to suit the innacurately dubbed "GT32" turbine . I don't think theres anything stopping you getting a capable turbo machine shop reprofiling a Garrett GT30 turbine housing to suit its turbine , even an integral wastegate housing . If it must have a T25/T28 mounting flange I'd say you'd have to start out with a HKS T25/T28 flanged turbine housing intended for a GT30 turbine meaning a GT30 housing off say a GT3037 . Interesting area this , The full sized GT30 turbine is 60mm , the "GT32" about 64mm , the GT35 about 68mm so the "GT32" sort of fits inbetween the GT30 and GT35 . I know for a fact that these "GT3240" turbos are still being made because HKS has them as an option for the current Evo 10 with a suitable custom turbine housing to suit . If you did your research you can probably special order these turbos , minus the HKS turbine housing , from Garrett Japan for a Garrett price . Get someone here to supply and reprofile a Garrett GT30 turbine housing and have more capacity than a GT3076R and less lag than a GT3582R . 3240's have been around a long time so the exclusive rights with Garrett should bee long gone . Have I started a bushfire , cheers Adrian . LOL see if I can rat up its cartridge no ...

Just to keep things in perspective "T3" turbine housings are designed to suit T3 cartridges and T3 turbines , there are other families of turbos using the T3 dimensioned mounting flange but thats often the only similarity . What people call the twin entry T3 flange often only matches the stud/bolt hole centers and the total distance across the inlet ports is wider than a T3's single inlet port . The reason why its good to go up in A/R size for the same capacity engine when changing from single to twin scroll turbine housungs is to take advantage of the lower pressure across the turbine housing on the manifold side . Because you now only have half the number of cylinders exhausting into each side half as often you want to reduce the resistance to exhaust flow out of the cylinders - increase volumetric efficiency . Geoff Raicer found ages ago that it was possible to increase TS housing A/R , from the smallest size available , to somwhere about the middle of the range and get gains everywhere . I don't remember which engine , may have been a Honda and testing GT4088R's . It would be nice to think that one day Garrett may make us a TS twin integral gate "T3" flanged GT30 turbine housing but we are a very small part of the aftermarket so difficult to get their R/D back . Will also watching to see if they decide to make the GT30 and GT35BB turbos with the GTX compressor wheels . I'm not so much interested in the extra 10% airflow for the same sized wheel but a bit better compressor thermal efficiency can't be a bad thing . Cheers A .

That particular VLT was bought as is not built . All I know about the thing is its been rebuilt with better rods/pistons . Standard cams and head work not sure . Fab'd ext gate manifold . A .

Defi is not one I've seen before so will search for them . Cheers A .

I searched this but didn't find much here . What is available in the way of elec sender fuel pressure gauges ? I did read that oil pressure senders don't really like being used for fuel and not long term reliable . My daily has a problem and I think it may be fuel pressure related but it doesn't do it all the time . Need to know if fuel pressure is a problem and later maybe fit to my R33 . Not a great fan of Autometer , does VDO do anything locally available ? Thanks in advance , cheers Adrian .

Hi all , someone I know has the 1.06 non gated turbine housing on a VL with an RB26 in it . He'd like to know what difference it would make having the mid sized or 0.82 A/R housing instead . I believe ATM it makes full boost (~ 22) at a tad over 5000 revs and he would like that to ideally be 1000 lower . Anyone been there with both these turbine housings on a GT3582R and an RB26 ? Cheers A .

Just my 5c and I've never had an RB26 . Having to budget for a build is frustrating but extra time often leads to decisions made from extra research . To me the headwork should take the no 1 priority because cams and turbos bolt on/in - yeah I know about shimming . IMO to make the power the engine has to breathe properly - and throw off the factory built in needs to be a production engine characteristics . I think the question needs to be asked about those twin GTRS turbos - do you really need them to make that 370 kw . You could spend a lot of money making those turbos work but is that really the goal . You could put real big cams in it too but are they justified in making the power ask ? You say you want this for a daily driven car so nice drive characteristics are a must . I dunno , maybe a really well done head/adequate cam combination and 2530 style turbos is the go not to have a cammy torqueless waiting waiting waiting wham engine . Just lastly where does the 370 Kw number come from , many chase a number and don't like what it means to live with the compromises it can give . Cheers A .

There is one between the compressor housings backplate and the compressor housing . I don't know what the price would be but it can't be that expensive . Another thing is to make sure that the housings are to suit the same trim compressor wheel because HKS had 48/52/56 trim versions of the GT3037 . The "S" (inc Pro S) variants had the port shrouded compressor housing , the non Pro "S" ones could be had in 52 or 56 compressor trim sizes . If you don't have part numbers for the housings simply measure the inducers bore diameter . The wheel inducer sizes are approx 55 and 57mm for the 52 and 56 trim wheels . The housings will be a tad larger at that point but should tell you which wheel they were machined to suit . Cheers A .

What exactly has changed from the std lines , I like Nissans idea of steel lines to get far enough away from the turbo to beat the heat . More cost effective if you know how to go about it than braided lines and aluminium fittings . A .

GTScotT yes its difficult to get a torque monster that pulls from lowish revs and has a free spinning longish rev range . Possibly its the torque characteristics and numbers you should be looking at rather than Hp/Kw ones . The dynamics of the Evos is just so different to the Skylines - even the GTRs . People may howl at me here but ultimately a good Evo would eat a GTR at sub light speed and in twisty windy conditions because thats what they were designed to do . The fact that Mitsy went through so many revisions in such a short time ment they could keep improving them and stay competitive in the rally world . I don't know if Mitsy is even involved with WRC anymore so the huge divide between road and race may be widening for them . Brute torque from a standing start really demands AWD tractive effort in a production based untubbed car and a RWD one doesn't have it . All the time you see V8 twits with lots of torque and no traction which is fine if screeching tyres and tail out drifting is your thing . Dramatic I'm sure but I reckon its fast in the noise equals power scenerio . I'm not sure you can have what you want in a Skyline because even if you could develop the same torque curve with numbers relivent to the greater mass I don't think you'll get it to the ground as easily . I think this is going to come down to what you like to drive around in most of the time ie when not going ten tenths . For maximum effort the Lancers would be the better car IMO but they tend to be a bit hard edged for just wheeling around the burbs . There is also the testosterone factor of my cars got six cylinders and yours has a girly four mate . The general consensus is that a big burly 8 is horn because its big and burbley . History showed us that your average meat head can't see past football meat pies and Holden V8's , and even when his eyes told him those ricer GTRs just wipe their arse on his Holdens bonnett the Bullshite Bullshite chant from Bathurst in 1992 says it all , aren't you proud to be Australian ? Carpark show off time , line up a 7 Liter Door and an R34 GTR and and an Evo 3 . The 2L with the hair dryer starts to look pretty wussy but a good stdish Evo 3 can do things the Door never will and when its beaten the door pilot will always say yeah mate but its just a blousy 4 . In my world it doesn't much matter what road cars can do once you get to say 140 clicks , you've already done your licence and a loose is gonna hurt big time . The things used to nab speeding are getting more sophisticated all the time and public opinion about street racing is pretty low , it isn't worth dying for - or hurting someone else . So for "sub light" speeds rapid acceleration from start needs a lot of torque in the lower to mid range and every sceric of tractive effort you can get . Out of the box I reckon the Lancer has more of what you need to be a bit of a weapon in the sub light speed world . A bit tamer but Subaru really cashed in with Ram Raider because arguably it wasn't a bad package for the money . Like the Lancer it couldn't do everything a V8 Commodore can but in the cut and thrust it did more at saner speeds . Just so you don't think I'm anti Skyline , the Line will be larger and more comfortable to drive and probably better finished than Evos upto maybe the 6 . The Lancers would be a bit more fussy with short diffs and closer ratio gears but thats what more competition oriented cars need to have . To have your cake and eat it probably means 200K and something out of Europe which is fine if you are a CEO somewhere ... The Evos are the hard mean capable ones , the Skylines are the more GT road type cars that tend to be an easier overall package to live with IMO . Everyone has their own priorites , Id like my R33 and an Evo 6 but can't work out which would be the daily . The E6 quicker around the burbs I reckon . Cheers A .

I don't think its going to be easy comparing a Skyline like say an R33GTS25T to an Evolution Lancer , even an early one . They were really aimed at different purposes and buyers . Correct me if I'm wrong but I think those 4G63 turbo engines were a development in progress and aimed at homologation for rallying . Dirt cars need to have good torque characteristics and the turbo restrictors used to put a very real rev ceiling on that class of car/engine . It forced the manufacturers to make torquey engines with short rev ranges , ALS was something that helped though not really a practical road car thing . Twin scrolled turbos and split pulse exhaust manifolds is probably the easiest way to achieve it . I think you'll find that all sorts of things like Evo diff ratios and close ratio gearsets make them fairly fiesty for a "production" car . The Skyline on the other hand is more road car based and easier to live with than the ostentatious Mitsy for normal use . Your probably going to find that the inline sixes don't feel as strong initially but they will pull tallish gearing easily at low revs . One of my mentors said that for rally/dirt use AWD was the answer for turbo torque and the Lancers don't seem to be lacking it . Gorilla torque in a RWD car isn't quite the same and while it may be a bit tail out exciting is only using half its tyre contact patches and maybe 45+ % of its weight for traction . Turbo wise I'm not sure about the GT3076Rs if you want a Lancer type rev and power range , maybe borderline with HKS's GT2835 Pro S . It's really hard to get twin scroll turbo performance from single scroll systems . A .

There probably isn't much in it (2mm/80 thou) but their insert I think suits the 56T compressor . I was also thinking of doing that just to shut the sonic shriek up you get from the comp housings slot . I think Geoff Raicer once quoted those GT32 TS turbine housings as good for up near 500 Hp , long TS thread over at FreshAlloy.com I think . Their limitation is the 0.78 A/R and the limited realestate in the "T3" flange to fit two inlets . Its not a perfect solution using single scroll housings on RB engines , its just that with 2.5/2.6/3.0 liters theres more torque to cover the off boost low rev stuff . People seem to find that a well modded head with mild cams and sometimes a sligghtly increased CR lets them err slightly larger on turbine housing A/R , so they ultimately lose little if anything down low and make more power on boost through lower exhaust manifold pressuse vs boost air pressure . A .

I'm hoping the 52 compressor trim version of the GT3076R proves to be a little more responsive than the 56T version and works well with the Garrett 0.82 A/R turbine housing . On paper HKS quote the 48T 3037 as having the same power/airflow as the 56T GT2835 (71.1mm comprressor) so in theory the 52T 76.2mm compressor should split the difference between 56T 71.1 and 56T 76.2mm GT compressor ends . I won't be the first to use a 52T GT3076R/3037 and the word is that some people have been ordering these turbos here recently . For my part I'll be keen to see how they pan out and personally I wouldn't compromise it with the 0.63 housing . Maybe if we could get the 48 comp trim version but still a little limiting I feel . Mongrel Garrett should really be thinking along the lines of a 78T turbine option for GT30 and GT35 turbines , the generic 84T size is reasonably big and free flowing but not the easiest things to get response from . If they can do it on GT37 and GT40 turbines they can do it for GT30's and GT35's . Note Holset and BW don't always use large trim turbines . Cheers A .

Can you get Mobil 1 Synthetic oils Guilt ? Sounds silly but when Porsche specify Mobil 1 Racing 4T 15W50 , which is bike oil , it cant be too bad . Aprilia and Triumph like it for sport bike apps as well . A sport bike with the piss bags being flogged out of it is supposed to work its oil prety hard - high revs and big temp variations in their engines . Since bikes tend to have the crutch in their oil , and a gearset as well , it can't have the friction modifiers like road car oil has . Has to stand on its own feet without being pasterised and homogonised so to speak . Racing 4T synthetic also comes in 10W40 and 20W50 - second one for Harley earth moving equipment ... A mate of mine works for a competition quad bike mob and I pay $16.20/L out of their 44 gal drum . When you coming home and buying a "Tunemobile" van ? Maybe a table top with a dyno in the bed ? Cheers A .

The details off the turbos ID tag would help identify its turbine . AFAIK the GT3076R's were never made with the cropped or 56mm GT30 turbine . Does it have a port shrouded compressor housing , usually the dead give away for a GT3076R/GT3037S . Most , but not all , seem to like the genuine Garrett GT30 IW turbine housing in 0.82 A/R . Std the Neo had a larger turbine housing than the R33 GTS25T's and different cam profiles and VCT . In theory same bottom end and more top end from better breathing and a bit less exhaust housing restriction . I think the numbers were 184 Kw vs 209 for R33 and R34 RB25DET's . A .

You could have a look at a few factory 4 and 6 cylinder front fed manifolds to see what they did . An examnple may be a 2JZGTE one . A .

Hard to guess the exact focus here , are we looking for cheap as in second hand Evo turbo or Mitsubishi because some like them ? Second hand dryer always unknown quantity till pulled down for inspection . I haven't used one but the Evo crowd seem hell bent on using Trust TD06 SL-2 turbines in rebuilt Evo turbos . I cant see either housing off an Evo 4-10 being of any use on a Skyline so why pay for those ? I'm reasonably sure you can buy new or have custom made TD05/6 cartridges made up so I reckon thats way to go if you must have a Mitsy turbocharger for a Skyline . Seach GT Pumps site because they are right into Bits a fishy turbos . Cheers A .

Aust Fuel Injection (AFI) sells brand new flat plugs to suit that AFM for around $25 . Comes with six crimp terminals and a new boot . A friend of mine just fitted one to my R33 , he made a short loop wire and crimped it between the middle two terminals because R33's only have one earth wire . For that sort of money a new plug is the go I reckon . A .

Twin scroll IW turbine housings help , Evos 4-10 all have them standard . A .

My Skyline is a 96 S2 GTS25T , the drivers side window doesn't follow the internal elec winder and I've been told they have plastic clips which break . Is this a common problem and what is the fix ? Cheers Adrian .

I think you'd need the largest or 1.06 A/R turbine housing to get anywhere near 500 RWHP . Like I keep saying the exhaust gas flow goes up a sizeable amount between the 0.82 and the 1.06 GT30 turbine housings , more so than between the 0.63 and the 0.82 ones . Yes you would get a certain amount of turbine lag with that 1.06 housing but you are asking for more than double the factory 240 odd CHP and at the wheels now . Have a look at ATP's website , there is mention of a 1.06 A/R twin scroll turbine housing profiled for (from memory) GT3582R's and GT3076R's . Almost sure to have a twin entry T4 International flange so maybe not much use to you . Some won't agree but in my opinion you're going to need some fairly serious gas paths to make something like 220 WHP per litre engine size . I dunno where you go from here but either an RB30 or at least an RB26 headed engine is possibly a good start . HKS did a single split pulsed turbo manifold for RB26's as part of a kit using a Garrett TA45S turbocharger . Personal theory but I reckon a Garrett GT4088R on one would be very impressive , particularly with the 30 bottom end . Your call , cheers A .