discopotato03

Thanks all , silver ghost is home again . I stopped not far from home , in the shade of a tree , and had a play with the correction and latency numbers to get quite a reasonable idle . First I went fishing either side of the 50% and got a reasonable result at 45% . Then I went lower than the above mentioned 0.14 which was a mistake , went the other way up to 0.25 which was fine at idle but with a tap of the throttle the idle surged all over the place and it would stall . I best I could get ended up being 0.57 on the size percentage correction and 0.20 with the latency one . If you prod the throttle it still goes down to ~ 500 revs before it pulls back up but I think thats a timing thing . I managed to run a basic log to see the engines parameters and the timing does bounce between 10 and 20 before stabilising at 16 then 15 . I am curious to know why the Datalogit shows it idling at 15 when the ignition table only goes down to 20 . Not to worry , this car is not my daily and hopefully most will be revealed next week when I can get out with someone I know thats confident with these and a Tech Edge wide band . I don't expect miracles because my car engine wise is std except the head porting/larger exhaust valves/Poncams/slight CR increase . The intercooler is an R34 side mount and the exhaust a Nismo the car came with which I added a 3" cat to . In the new year I'd like to fit a pipe kit and a GTR intercooler plus that 52T GT3076R I bought a few months back . At the moment I'd just like it to drive smoothly and be clean with reasonable mileage . The real dyno work should come later after the turbo and intercooler upgrades . Maybe a Greddy type manifold to clean things up . One for the E85 people , how far can you get with E85 and these Nismo 740's on an RB25 ? I doubt I'd ever consider using/needing more than 270/280 Kw so is that possible ? Pump is an R33 GTR one that falls into an R33 GTS25T . Cheers A .

Actually Garrett and HKS show the "2530" compressor specs as being 63 trim where the GT2860RS is actually 62 . I once worked out the inducer sizes and looked at factory specs so really many trim sizes are rounded to a whole number . Regardless the GT2860RS's compressor would be the pick of the bunch and from memory the exducer tips are wider than most/all in that wheel family . Arguably the HKS turbine housing is best for a 0.64 A/R integral (internal) waste gate type and Garrett don't make a T3 flanged one . It's possibly acceptable to reprofile an RB25 or VG30 OE BB turbine housing though on an RB20 I'd err towards the RB25 housing . Sometimes as a mild upgrade people fit RB25 turbos to RB20's but you still have to be mindful of that ceramic turbine and not over speed it . If you can find a T3 flanged 2530 its probably easiest , they can be rebuilt and the only unique bit is the comp wheel and the profile of the comp housing . If you got a shagged one cheap with an undamaged turbine housing a GT2860RS slots straight in because they use the same turbine wheel . Remember its the turbine housing thats the hard bit to find cheaply . Options are endless , ask away . Cheers A .

So I need to insert 0.14 in the row next to the 50% or multiply the voltages in the third row over ? Still getting head around Datalogit so go easy on me . I don't muck around with tune settings but correction factors I can do if I know what to change . The intention is to hook up my Tech Edge and go road tuning with one here who's an old hand at it , but need to get my car home from the workshop first . Thanks all , cheers Adrian .

I finally had the Nismo 740cc injectors fitted to my R33 and the modded cylinder head . I'm told it idles a bit rough even though I set the PFC injector trims to 50% . Is this par for the course with these injectors or should the trim be a tad less ? I know propper tuning is needed but just need to drive my car home in the morning . Cheers A .

Well the whole idea of the 1.06 A/R turbine housing is to raise the boost threshold so it wouldn't be "too snappy" . One of the things that makes Garrett's GT30 and GT35 turbines laggy in some peoples opinions is the big trim size - 84T . The point I'm making is that going big in A/R with a big trim turbine makes a big difference in gas speed through the housing . Usually when this topic is discussed I suggest people look at the turbine map for the GT30 turbine . The difference in the gas flow lines on Garretts graph is vast , greater than the difference between their 0.63 and 0.82 A/R GT30 housings . I also suggest they look at the GT3582R's turbine map and note the gentle curve towards the right for all three A/R housings with that GT35 turbine . The only T series turbo , T04Z is a BB T series unit , I knew about on a SOHC RB30ET was a bush bearing T04S which had a 1.00 A/R turbine housaing and P trim T04 turbine . From memory the compressor was a T04 60-1 in a 0.70 A/R comp housing and the report was that it tore up the tarmack on 10 lbs of boost . IMO is is an urban myth that mid sized twin scroll turbine housings improve "spool" . Twin scroll systems are not about gas speed they are about reducing manifold pressure and taking advantage of the pulse energy available . A .

These are just my thoughts for what they're worth . A good friend used to tell me that a given result was "adequate" , and there doesn't necessarily have to be a number on it . At a guess a street driven Skyline doesn't need 420 Kw to feel good and be more than adequate . Trying to be realistic I think something in the 260-300 RwKw area is good performance provided it pulls reasonably and has a wide useful rev range . I think aiming for a number like 420 Kw means the state of tune would have to be high even with three liters and maybe not so nice when driven like a std street car around the burbs . Twin scroll single turbos can be great things but the munjaras to get everything working just so is a big stack of notes . Most people want an Rb30 bottom end to have more torque off boost and to spin bigish dryers up reasonably easily . I would not be a great fan of GT3582R's but they have their place and some like them on RB30 twin cam engines . There obviously comes a time when the std manifold becomes a limitation and if it didn't the "t3" sized flange would . Really the T04Z's need a turbine housing with the larger T4 International sized mounting flange because they have larger inlet passages as would an exhaust manifold with that sized flange . HKS uses the T4 sized flange and arguably their housings work better than Garretts Diesel spec ones on that cartridge - for a petrol application . For me I'd use a GT3076R with the largest 1.06 A/R wastegated turbine housing on a steet car , wouldn't get 460 Kw but with a bit of engine work and the right CR I think 320 is achievable . Most won't go with that 1.06 housing because they think it makes GT3582R's feel laggy , why I don't know because it wouldn't have the GT35 turbine or GT40 compressor and as a plus a GT30 turbine housing is a match for a GT30 turbine . Different story with a GT35 turbine in a bored out GT30 turbine housing - maps show why . Big turbine housings usually don't have creep issues because the gas speed is lower so more likely to take the exit stage left turn out throught the gate when it opens . Just my two street cents spent , cheers A .

I think Insight may have them , ask Scott . A .

Its difficult to make a direct comparison of those two turbine housings because they are not of the same family , the 0.78 A/R one is from a GT32 series diesel turbo and the 0.94 A/R one is model specific to the Evo 10 and the GT30 petrol turbo family . Garrett used to advertise the GT32 as a GT3267 and GT3271 and the turbine was a smaller trim (from memory) than the 84T GT30 turbine . The theory of TS turbine housings is to go larger in A/R than most would image particularly if going from single scroll turbo systems . The idea is that you want the manifold pressure to be high when the turbine needs it and low when the engine likes it . In a bigish single scroll housing the pressure is low when it needs to be high (low revs) and high when it needs to low (high load/revs) so really the wrong way around . A TS housing thats too small in A/R gives a pulse damping effect which is not ideal unless you want lots of torque at quite low revs with a small/med capacity compressor - diesel style . Remember those GT32's with an ~ 65mm dia turbine and a 67 or 71mm diameter compressor . The word on the "street" is that Garrett got around the twin IW valve issues in the Evo 10 spec TS GT3076R but I haven't looked into them since I got my single scroll GT3076R/3037 52T . I can't justify a TS system on my GTS25T and I've seen them go "well enough" to please me without it . Different if you're racing and need every advantage available to you but for me there are limits to how much torque you can feed into a RWD road car and street rubber . Cheers A .

Well if your R33 is what they are for they won't fit a side feed rail anyway . It may pay you to find out if the R34 Neo rail suits 14mm O ring injectors and if it bolts to the R33 lower manifold section . If not it probably wouldn't be the end of the world to have a rail made from one of those aluminium extrusions . A .

If you look in that picture above you can see adapters fitted to these EV14 injectors so they can be used in 11 or 14mm hole type rails . Also from Bosch specs they come in three lengths , and I've seen pics of adapter sleeves on their lower ends but for what engine/manifold I can't remember . The tuners in the US are blown away by how accurately these work and how clean they can get mixtures with 1000cc injectors on 500cc cylinders ie 2L four and no doubt 3L sixes . If you go to the Injector Dynamic site they tell you about teasing a pre V Tech Honda 1800 four with 2000cc injectors to see if it would run even passably . They have a link to a You tube vid of it running and althought it idled at 12:1 it seemed reasonably happy with it . From the Chev people , LS2's used them std , I gather these are normally tested at something like 58 psi and may have been intended for returnless type fuel systems - don't latter Commodes have this ? Have a feeling these will get real popular real quick here , cheers A . Gary must talk soon .

This is a link to a Z32 conversion kit for EV14 injectors , the first pic shows the manifold adapters and seals . http://www.motoiq.com/Forum/tabid/63/aff/7.../1/Default.aspx A .

Does anyone happen to know what the later turbo Fords use in the way of injectors ? The Typhoon type 4L six must have reasonably big injectors to go with its around 650cc cylinders and the 7 Litre Chev 800+ cc's . The American aftermarket probably has useful things and maybe affordable due to economies of scale . I believe Insight sells the Dynamic modified 750's and 1000's and the price is I think something in the Nismo range . A .

Some Bosch specs . http://www.bosch-motorsport.de/pdf/compone...alves/EV_14.pdf I'd like to know if any machining needs to be done to seat these injectors where the old fat bodied EV1 style injectors lived in the inlet manifold of older style engines . Cheers A .

Hi all , I was looking around recently and came across the mention of Bosh EV14 fuel injectors . Actually I chased a link into an American mob who mentions they do nice things with a couple of sizes of these EV14 style squirters . http://www.injectordynamics.com/questionsanswered.html Being me and wanting to know more about the changes to injectors since OE EFI came about I dug deeper . Basically I think the cronological line goes EV1 which is the fat bodied things found in early Nissans ie L Series/Z18/FJ20 and early EFI Subies - like mine . They were the ones that fitted into insulators and had a clamp plate anchored to the manifold with two small diameter bolts/screws . EV6 I believe are thinner and retained by the fuel rail only . EV14 Bosh reckons are a later development of the EV6 and can be shorter lighter and with the internal moving bit much ligher than the EV6's . From the above link I gather that having the moving part of the injector much shorter and lighter makes for far more accurate control of the valve so amongst other advanteges the injector size can be larger and still have good mixture control at idle and very light loads . I imagine this would be great news for aftermarket management tuners . The thing I'm having trouble finding out about is which model cars here in Oz have these injectors standard because second hand they could be a cheapish source of useful injectors . I'm not 100% sure but I think GM LS2 engines may use the mid length EV14 injectors (OE ones are available in three lengths , got a link for some specs later) , and I think the later Ford I6 and V8 engines may use them too . Not being much of a Holden nut I don't know how the timeline goes with LS1/2/76/92 etc etc . Can someone help here as there is a reasonable chance that most/all LS2 and later ally V8's have these injectors . The 7 Litre one may use bigish ones ? Lastly there was a thread on larger injectors for R34 Neo engines and possibly a similar/same length EV14 one in the right size could be the go . Any info to add ? Cheers A .

When Olden was looking for a replacement for their 308 . Sort of VL Nissan thing - never took off .

If you do a search you'll find lots of info on RX7 Turbo injectors . From what I read it gets a bit confusing because the colour and even part numbers can be similar /same , it seems to depend on the model year of the donor engine . I think the only hard and fast rule - with the conventional looking rectangular connector type , is that the locating tag on top of the fitting is offset to the right with high impedance injectors and center with low impedance peak and hold type injectors . People say you simply file that tag off the high impedance injector and fit readily available std rectangular plugs . Cheers A .

Hi Ziller , if you can post some pics that would be handy . There is a bit of variation in what many consider is the norm with these GT28BB based cartridges and compressors . HKS used to have a slightly odd one they called GT2535 and later on a compressor variation in their spec RB26 specific GTSS . I don't think its too often that people get brave enough to physically change out compressor wheels themselves , mostly (but not always) thet change cartridges and if nesessary remachine their existing housing/s to suit . Generally the numbers on the cartridges ID tag tell the story , look for something like 446179-50xx or -xx . They don't always have it , sometimes its a turbo pt no or even a model no ie 2871R 52T . Cheers A .

Well I don't recall HKS specifing a special cartridge (center section and wheels) for GTRS turbos . If anyone with a GTR specific GTRS turbo can post their cartridge numbers or a pic of the turbos ID tag that'd tell the story . I'm also not aware of any GT28 based low mount bolt on RB26 turbo having a 0.86 A/R turbine housing . All the 0.86's I've seen are not the compact type , rather the normal SR20 style turbine housing . Just to make it obvious Garrett and HKS have compact GT28 housings AFAIK in 0.64 A/R only . Garrett and HKS make SR style housings in 0.64 A/R . Garrett only make 0.86 SR style housings . HKS make 0.64 A/R housings to suit RB20/25's with a "T3" inlet flange and RB20/25 dump flange . HKS only make a port shrouded compressor housing for RB20/25 . Confusion always with these turbos because they can be SR style or RB26 style , actually HKS even do an RB20/25 version of the GT2871R 52T/GTRS and these housings are different again . I shouldn't keep saying GCG but they seem to be the most interested when it comes to non std or custom GT BB turbos . The "mother" mob only seem interested in selling or possibly repairing std units . Hope this helps , cheers A .

Ok to Garrett GT2871R series turbochargers . I have to assume that by -3 and -10 you mean the 48 and 52 compressor trim versions of that series turbo . I still have to look in turbobygarrett's site but I gather that there are several versions with RB26 specific turbine and compressor housings . The fact that (I think) HKS markets an RB26 version of the Garrett GTRS (GT2871R 52T or 446179-67 CHRA) means there must be housings to suit an RB26 and highly likely the compressor one is a Garrett part . As for non catalog spec GT28xxR turbos , yep that's possible . I had GCG built me a GT2554R turbo not too long back with the better NS111 turbine and S15 turbine housing on it . I call it GT2854RS for the same reasons Garrett would it they produced units like this . The S on the end means altered specification - same deal as for example a GT2860RS . Depending on what you started out with and what components the builder/supplier can get a few things are possible with GT28 based GT BB turbos . Its always best to get a std spec turbo if available but if you're sure you have a more suitable spec for the application bitzers can be made . Now if going larger in compressor wheel or its trim size its an easy enough job to machine (re profile) the compressor housing to suit . Going smaller generally means buying a housing to suit the wheels smaller inducer size and blade profile . A .

I don't have time to chase this now but later on . Basically I think Garrett do two different families of compressor housing for RB26 specific GT28 based turbos . From memory the smaller ones are based on the old T3 foot print sized backplate and the larger ones the T04 sized plate . The design of these housings extenally looks nothing like a generic T3 housing or a T04 truck housing , its the backplate diameter and internal passage that tells the story . Now to a degree the slightly smaller sized compressors live in T3 sized housings where the larger trim 60mm wheels and 71.1mm wheels tend to get the T4 sized housing . Later , cheers A .

Out of curiosity what car is this RB26 going to be in ? I'm guessing a GTR wouldn't be such a good drift car ? Probably the real thing to to know is what is "adequate" power output because if 350 is too much sizing a turbo to suit is a little pointless . Now I know nothing about drift but if I again had to guess I'd think real strong mid range torque with good throttle and boost response - to the hoof - would be everything . I'm thinking the "burning" question should be how much torque and how accurately can it be modulated . Not my money but would an RB25 with a supercharger be simpler/cheaper ? A .

OP6 turbine housing and Poncams would help . A .

They give the impression of being a diesel type app wheel , meaning working over a wide range of pressure ratios but not as wide an airflow range as say an aftermarket petrol type application . If you go to turbobygarretts home page there is a link to machined compressor wheels and a bit of a spiel . The GT37xxR range has three compressor wheel versions , the GT3788R uses the GT4088R's wheel and the mid sized GT3782R the GT3582R's wheel . The smallest one uses an 82mm 50T version of the 4088R's wheel . Having a reduced size turbine for a given compressor end is not the be all and end all . It has been done in the past with units like GT2510/GT3082R/GT4094R , none of these give sparkling results . Turbine response is important but the unit needs to work efficiently when up to speed . A .

Hi all , does anyone have any pics of a V44 wire in type loom laid out on a flat surface ? I've been talking to Scott at Insight and a V44 looks on the cards but I'd like to see what the flying lead loom looks like not coiled up . Cheers A .

I would have thought that these should have been optional . I don't imagine its possible to get a V88 with only half the coil and injector drivers fitted . Anyway with the injector driver box , does this give you the real peak and hold electrics or is it just the botched resistors system ? Cheers A .