discopotato03

Hi all , out of curiosity does anyone have a GT3076R with the real Garrett GT30 integral wastegated turbine housing and the HKS cast low mount manifold on a GTS25T ? I need to know if that wastegated turbine housing misses the near side engine mount - and anything else that can't easily be relocated . The only running example I've seen is the woolafs ext gated GT3082R and he said minor mods were made to the mount in his R33 . I have one of these manifolds but no adapter or ext gate so I suppose a blanking plate and the IW housing should work nicely . BTW - don't want to start an EW vs IW discussion here , for me 0.82 IW is fine . BTW Woolaf , you don't need the spacer plate with this exhaust manifold do you ? Cheers Adrian DP03 .

Depending on the ratio you could try a lower octane ULP , remember all extra octane in ULP does is make the fuel MORE difficult to ignite and that means for the ignition system too . All you need octane wise is enough to prevent detonation and that's all , any extra in the ULP is a disadvantage not an advantage . My sputnik Subaru EA82T engine gets better fuel consumption on 1/3 95 ULP and 2/3 91 ULP than it did on 95 or 98 ULP , it feels better doesn't detonate and costs less too . Bonus ? If it's not rattled neither am I , A . BTW Sunday Terrorgraph mentioned that the General is yet again interested in introducing flex fueled Oldens across the range next year - always next year isn't it ? I'm not out to buy one but there is the potential to push for greater E85 availability and a source of E85 compliant fuel system bits for parts sl*ts - like us . Need an in line water separator I reckon .

Actually Ash I'm not so sure about the turbine being the harder part to get , the GT compressor wheels are actually modified spec big center section diesel turbo parts . By modified I mean they have a smaller bore hole through their centers so its not like you can top and tail a truck one and bolt it in . I went through this years ago with Brett - trying to find ways of getting smaller trim comp wheels into GT3076R's and GT3582R's . Some of the truck turbos have the wheels I wanted but no one wanted to bush back the bore size to suit the GT25BB sized turbine shaft . In other words the appropriate wheels are unique to these BB cartridges . If you can get in good with someone that mixes and matches BB turbo bits you stand a reasonable chance of getting some of their components . The thing is that if the turbine has had a big lose it may have struck the inner bore of the cartridges bearing housing and damaged the section that the turbine end piston ring seal runs on . You really need someone who assesses these things to pull it down and say yay or nay . Once the turbine housing is off gutting the cartridge is a reasonably quick and simple operation - in other words not much labour time . The trouble with damaged turbos is that you can end up with something that owes you nearly as much and sometimes more than a new cartridge or unit . A .

You do have a few choices and lighter weight buckets can be had a couple of ways ie an RB25 Neo head or an RB26 one maybe with all the goodies on an R32 RB25DE block . I'm not so sure you're going to be able to get that 370 Kw out of an RB 2.5 litre and make that power in usable form for drift or track . You are talking about getting an engine making almost 100 Hp per litre to almost 200 Hp per litre . To get that power out of three litres means about 167 Hp per litre . I don't think good rods and pistons cost more for an RB30 than they do for an RB25 and it's probably the same with the water and oil pumps . I'm sure used RB30's can still be found reasonably cheaply . Just lastly that sort of power can obviously be had from 2.5L but if it makes very lackluster power at low revs you won't like it . With three litres you have a much better chance of making std or better power down low than you have now AND the big mid range and top end as well . Sounds like an all round win for a high powered RB to me . A .

Femno do you have any pics of your pipe ? Also Stainless to prevent corrosion or powder coated mild steel ? This stalling business , would it have anything to do with the inlet pipe being 4"/100mm to suit the compressor housings boss and reducing to say 3"/76mm close to the mass airflow meter ? I'm just wondering if having it 3" from the AFM to just before the turbo and stepping up to 4" a little before the turbo would be better . The AFM sets the basic size and I'm not sure if the increased volume (and effects on pressure) downstream of the AFM would have side effects such as the air speed almost stopping in a return to idle situation . Looking at it from the turbos perspective the compressors inducer is ~ 57mm (56T) and its only the inlets bell mouth insert (if you have the HKS style one) and the diameter of the outer shroud that takes it up to 4"/100mm . Interestingly one version of the GT3037 Pro S's port shrouded inlet has a 90mm outer shroud and I don't think they suffer any power loss up to an advertised 470 PS . 90mm is a tad over 3 1/2 inches . From memory non port shrouded T04E compressor housings are 70mm (OD) on the inlet boss so the ID of 3" tube would still be a little larger than that . If you're still not happy with that then 3 1/4 would take the ID up to somewhere around 78mm . Just to give a bit of an idea of the cross sectional difference I crunched the numbers for 100 90 80 and 76mm . Expressed as centimeters it looks like this 100mm/10cm Pi x r squared = 78.53 cm square . 90mm/9cm Pi x r squared = 62.62 cm square . 80mm/8cm Pi x r squared = 50.26 cm square . 76mm/7.6 cm Pi x r squared = 45.36 cm square . It shows more than a 50% increase in area from 80mm to 100mm and once you start to look at it in say a 30 cm long duct and cubic cm's the difference would be ~ 2356cc vs 1508cc . Possibly enough of a difference with the lower volume duct to keep the MAF awake . Later , cheers A .

No I'm currently running the R33 S2 std air filter box and AFM , it probably won't keep up with the GT30R even with a better element - Piper Cross in my case . I'm not real keen on pod air filters , cheers A .

Hi all , the elusive GT3037/GT3076R 52T is in the bag and I'm going to need to start gathering fitting bits . The thing I haven't seen mentioned is the air inlet pipe that runs between the compressor housings snout and the std or Z32 AFM . Does anyone make them preferably in aluminium and with the extra fittings for the recirc plumbing etc ? Also do people usually buy longer studs to bolt them up on the std exhaust manifold ? I tried searching first and started into Lithium's and Mafias threads but don't have time to read right through them . Also Cubes you have mentioned a bell mouthed dump pipe design for the Garrett GT30 IW turbine housings outlet . I;m curious to know if it differs from the "shell back" types some use up in QLD . The pics are of my turbo and a HKS Pro S kits air inlet pipe . Thanks all , cheers Adrian .

I'd like to change from Win XP SP3 to Windows 7 and need to know if Datalogit and Tech Edge software run ok on the newer OS . Cheers Adrian .

Hi Gary , I'm no RX7 Turbo expert but a bit of research leads me to believe late 80's ones had primary and secondary injectors - the primaries being 460 and the secondaries 550 + . Pics I looked at showed the rectangular plug injectors have that locating tang in the middle on low impedance injectors and offset on high impedance ones . I think an 1800cc engine with small inlet ports and siamesed exhaust ports would be doing well to run 460's to the limit in a road car . Anyway should have a small army of injectors to play with and if I can get suitably sized high impedance ones and convert them to hose tail type alls good . Do the RX injectors have good spray patterns ? Cheers A . BTW OT but GCG came through with that 52T GT3037/GT3076R and there are pics of it in my "SR20 Tuners Opinions" thread .

Yes 20% sounds a bit more manageable than 85% and it wouldn't be that hard to blend using suitable amounts of E85 here to get an 80/20 split . It would also mean injector size would not need to be as big as an E85 burner would need . I gather you "turn" side feeds from 370 to 650 by removing the 4 hole wafer to expose the single pintle valve . A feller here from the classic SAu side is setting up to race a DR30 and is prepared to swap me some RX7 turbo injectors , I think 460 high impedance and 550 low impedance 11mm O ring injectors , for my old DR front struts brakes etc . The 460's would be a bonus because they are high impedance which is what suits the Vipec V44 and Link G4 Storm . I'm told you have to buy and wire in the separate peak and hold injector box to run that type of injector . Anyway I doubt this engine would like much over 200 Hp on a daily basis and 460's could probably do that even with E85 . I just need to have a few shallow barbs machined into the top sections of these O ring injectors to reliably clamp a high pressure EFI rated hose to . Actually just on ULP I've been doing a bit of digging on the burning characteristics of the various octane types and I think it's a little known fact that the lower octane ULP is better than the higher octane stuff at everything except suppressing detonation . It could actually be possible to get a better brew blending ethanol with more mundane 91 or 95 ULP so long as you get enough octane to stop the detonation . It was explained to me that the additives used to make say 98 ULP detonation resistant makes it harder to spark ignite than say 91 ULP and it tends to make it burn slower as well . The person said the low octane stuff burns at a faster rate and slightly higher temperature so from a cylinder pressure perspective alls good - until it detonates . It would be REAL interesting to see how much extra ethanol it would take to stop 91 ULP from detonating under high loads or whatever . The price alone of 91 ULP with lets say 25 or 30% ethanol content could be quite friendly . I'm only guessing that 5-10% extra ethanol over the 98 ULP/E20 would give the same detonation resistance but there would be an overall octane equivalency point somewhere . For the fist time in a lot of years I put what I though was poverty pac fuel (91 ULP) in my daily just to see what would happen , it hasn't pinged yet so while its in a quite soft state of tune and the engine fresh higher octane fuel won't make it run better and maybe slightly worse than it could . Such is life . Lets know what you think and how things go , cheers Adrian .

Can you post a picture of the turbos ID tag , and BTW is it a Garrett tag or some other . 700177-5014 is the cartridge number for a Garrett GT3082R . The HKS spec one from memory is 700177-5009 . Also externally a GT3082R looks the same as a GT3582R if it uses the appropriate Garrett housings . Pics of the turbo from the front and back would be helpful . Also I believe turbos from him have SB type numbers on them and I'm not sure where they got them from . A .

Christmas in September . GCG have gotten the right one and this is what it looks like - a "real" GT3076R with a 2mm smaller inducer . On the off chance I asked Michael if they sell the bell mouthed insert like HKS use in their port shrouded GT3037S's and they do have them available with the grub screws to lock them in . I didn't ask how much or if the inner end suits the slightly smaller 52 trim compressor in my turbo but the very near calipers will answer that one next time . Cheers A .

Should have pics of the 52T GT3076R/3037 this afternoon . A .

The cartridges with the 76.2mm GT37 series compressor wheels are 700177-5006 and 700177-5007 . These in complete turbo form are the GT3037's or what people generally call GT3076R in the Garrett range . A .

Turbos definitely absorb heat from the exhaust gas so if you want to know the average EGT from the engine then the probe needs to be where all the gasses meet - generally the front of a single scroll turbine housing . Cheers A . Actually if you could afford to run two then just before the turbos mount flange in the std exhaust manifold could work if there is enough meat in the casting .

BADR33 that's very interesting about the home brewed E20-E30 mixes . I'd be interested to know where the sweet spot is with ethanol ULP blends because I think with less than extreme apps ratios of less than 85% ethanol could change the playing field - as in just enough ethanol to get the job done and no more . I'm also very interested in your idea of switching mapping with your Link (G4 Storm ?) because that's what I'd like to do with my ancient Subaru RX Turbo L Series . I'm looking at Storm's and V44's ATM , I'd like to be able to switch between 95ULP and some form of ethanol blend and I'm looking at 370cc FJ20ET injectors or modified to hose tail (barbed) RX7 injectors ie 440's or 550's . My R33 can sit for a week or two at a time and I wouldn't like E85 lying around for that long . Lets know how you go , cheers Adrian .

IMO rising rate FPR's in turbo engine apps is a failed concept . The fact that the fuel rail pressure rises out of proportion to manifold pressure means it's going to create tuning problems for sure . The other thing is that they force the fuel pump to work harder when you can least afford to have them let you down . EFI pumps generally trade volume for pressure so pushing the pressure up isn't a terribly successful way to gain greater volume at high pressure . The people I know that play with adjustable FPR's use 1 to 1 or linear rate ones and raise the pressure right across the board . They also insist on changing EVERY rubber hose that sees pressure upstream of the reg because you can't afford major leaks from old hose and higher than std fuel rail pressure . Anyway to each their own , cheers A .

A friend of mine is a mechanic at a place in Sydney that does competition quad bikes of all things and they have some weird and wonderful engine set ups ie bored/stroked/ported/turbocharged/methanol burning . Steve reckons that the zillion dollar Royal Purple oils are specifically made for alcohol burning engines . I'm not sure whats different in an oils make up to cope with alcohol but it is different . I don't know which RP oil it is but for ULP burning engines they use Mobil 1 Racing 4T 15W50 bike oil . Cheers A . BTW Steve is not a person who likes E85 because he thinks high ethanol content fuel has too many water absorption problems and they literally flow on to become fuel system problems . In his opinion much more than 20-25% ethanol creates more problems than its worth being bothered with in a daily driven street car . I would really like to see some kind of water separation system developed that fitted in line somewhere in the cars fuel system . A .

I was just thinking along the lines of a factory designed plenum chamber that may not have been made just for packaging convenience . A .

The RB25 manifold cut and shut with the GTR plenum sounds interesting , anyone have any pics and thoughts on how the RB26 plenum necks down toward 5 and 6 - on the RB25's runners ? Cheers A .

Not directly related but I was speaking to Ray Hall this morning about ViPec V44's and peak and hold injector drivers . ViPec market a peak and hold driver box for the V44 because it comes with low current high impedance injector drivers . I'm not sure if Link do them and the real question is whats cheapest , large high impedance injectors or peak and hold ones with the driver box . A .

Thanks , will do later in the day . Cheers A .

Well Lithium I don't think you have lots to lose by trying a a 0.82 A/R GT3582R , you would prove one way or the other that its got what it takes to make power without super high boost pressure . For me the trade off would be more lag than I'd like to live with in a 2.5 litre road engine , I wouldn't like to contemplate a 0.63 A/R housing on one of these because the boost threshold got a bit high . If I really had to use a GT3582R I'd be nagging someone to dredge up a HKS spec GT3040 or GT3240 . Their GT3040 had the 50 rather than 56T compressor so with a GT35 turbine swapped in should be less laggy than a 56T GT3582R . The 3240 has a bit more turbine than a GT30 but a bit less than a full GT35 turbine - factory Garrett cropped GT35 UHP turbine . The comp wheel is as I said 54T rather than 56T and still a bit big IMO for 2.5 L streeter . Search for the GT4082's comp map because it uses the 82mm GT40 compressor in 50 trim as well . A .

Quick question about the optional driver box for the V44 , does it have peak and hold drivers for four injectors in it or is it just a resistor box to limit current if you use low impedance injectors ? It would be nice if the V44 was available with the 10a peak and hold drivers , can they be a special order that way ? I can't get into their forum or I'd ask there . Cheers Adrian .

What Mitsubishi and Holset , amongst others , have is an area measurement . Its a means of identifying housing size as in an 18cm housing is larger than a 14cm one . What Garrett use is an area to radius ratio , basically the area decreases as the radius from the center of the volutes passage to the center of the shafts axis decreases . It is a constant meaning constant reduction in area and radius . I've never cut one in half but I can't see the logic in a turbine housing necking down to a point and then increasing in area before its nossel section . The whole point of the thing is to collect and accelerate the exhaust gasses into the turbine blades . Whenever you have gasses travelling through a reducing passage the velocity rises and with this comes a pressure rise . Its the amount that the pressure rises that can be a stumbling block because engines don't like major pressure rises in their exhaust systems . It's just a fact of life that to drive a radial in flow turbine the gasses need to be moving reasonably quickly and you generally get a greater pressure rise in single scroll systems because you can't benefit from the pressure rise and fall of the exhaust pulses like you can in a twin scroll system . Also hot gasses want to expand and take off down the path of least resistance , there is a thing know as expansion ratio and I think its why an adequately sized turbine in a large ratio housing tends to work better than a large turbine in a small AR ratio housing . I'm told its the better expansion ratio and getting more effective use of the heat energy in the exhaust gas . As for turbine housing use honest engineers will tell you that boring out a housing to take a larger major diameter turbine is not good because you are removing part of the depth of the nossel section and therefore changing its shape . Usually it shows up as lower turbine efficiency so not the best use of your hot exhaust gas . The more I look at these GT3582R's the less I like them because they have so many compromises , IMO the center section and shaft diameter is a bit small and the housings don't appear to be the best match for the compressor and turbine wheels . Probably the best you can do for the frame size is use that TS T4 flanged 1.06 housing and try to get the proper Garrett port shrouded compressor housing particularly if you don't want to use big enough turbine housings - for a GT35 turbine . Same deal as the 3037/3076R , small turbine housings work better with ported comp covers because driving the compressor into boost at lower engine speeds often makes them surge and the ported comp cover helps reduce the compressor surge . Ultimately smaller turbine housings become the eventual choke point and limit both the engine and compressor section in what they can put out . This is why I reckon building an engine that makes good usable power off boost helps because you don't need more restrictive read smaller turbine housings to get boost for torque down low . You can afford to go up a bit in housing size make more power because the pressure balance across the engine is closer to being the same than it would have been with the smaller turbine housing . Note that both the GT30 and GT35 UHP turbines are fairly large in trim size at 84T and this is why I think they work better in large AR housings than smaller ones . I think Garrett wants us to use turbines of smaller major diameter but larger trim to get good gas flow and low inertia in a reasonably compact turbocharger for the power output . Many of the older T series turbines were in 76 trim ie T04 P , TA45's , T51's etc etc . They can at times be a little more responsive that the GT UHP turbines but they are heavier and bulkier as well . Anyway , your respective calls . If you can live with 500 Hp potential but want GT35 turbine/0.82 AR like exhaust gas throughput potential you can have that with the 1.06 A/R GT30 housing on a GT3076R turbo . I'd rather have the grey area the top 10% of the engines power output rather than the bottom 10% because I know where the greater part of my time will be spent - particularly in a road car . I really have to dig out that diesel spec GT3576 I have in the cave to give you all an idea what housings Garrett use on serious GT35 turbochargers - note it uses the 76.2mm GT37 compressor but some did have the 82mm GT40 comp . Something to look at from a GT3571 - yes Garrett did actually use a 71.1mm 52T GT35 compressor on some diesel spec GT35 turbos . Note the 0.94 A/R TS turbine housing . A .