discopotato03

Little time ATM but a taste . Go back to turbobygarrett and look at the compressor housing sizes (0.42/0.60) and the turbine dimensions because there are differences . 707160-5 (CHRA 446179-51) has the 76T turbine/0.60 AR comp hsg and 60.1mm 62T comp . Not same wheel as 2860RS . 707160-7 (CHRA 446179-54) has the 62T turbine/0.42 AR comp hsg and 60.1mm 55T comp . 707160-9 (CHRA 446179-65) has the 62T turbine/0.42 AR comp hsg and 59.4mm 56T comp . From memory the 0.42 AR comp hsg is T3 family where the 0.60 one is T4 family . The 62 trim turbine is more about response than all out flow like the 76T one . 707160-9 gets the smaller trim turbine/slightly smaller OD compressor/smaller family and AR compressor housing . A .

EJ20's don't really like biggish turbos , TD05's aren't huge but enough to make ram raider lose its bottom end . From memory the 20G compressor is ~ 68mm OD in a largish trim , your GT3071R's compressor is 71mm 56T and in a reasonably substantial T04E comp cover . I don't remember the TD05H turbines dimensions , I always thought they were a little agricultural anyway . The real cats whisker (OEM) on a street driven ant eater isn't a TD05 at all , it's the rare JDM TD04HL-15T . Every cap on backwards drain pipe thief thinks all TD04's are rubbish . The "HL" version of the TD04 turbine is hardly small and they work quite well for a street car . If you really like Rex's pull out all the stops and use the factory twin scroll gear - it works . 350 at the claws with a 20G based turbo , and a copy of one as well ? Rehab time ...

That link doesn't work for me . Sydneykid had a lengthy string in the Stagea section about that Jaycar Independent Boost Controller Kit and the Hand Controller kit used to programme it . Was very impressed from memory , actually didn't he have it referenced off MAF meter signal voltage ? Cheers A . Edit , "Jaycar boost and fuel control" - that's Sk's thread in SAU . Can someone post the link , stupid computer playing up .

For those interested in Garrett GT37 52 trim compressor maps here is a link to one I have and could not scan . What I did was liquid paper over my copy of it so all that remained were the green islands . I know the caption mentions 0.70 A/R T04 comp housing but it's the closest I've ever been able to find of this wheel in a T04E housing . Cheers , A . http://s4wiki.com/wiki/Image:GT37compress.jpg

You couldn't give me twin std posie bush bearing turbos or the RB26 to hang off them . Just BS work and money to pull the car apart and rebuild plain bearing turbos when they go cough - smoke screen . And they do . I think sensible people rip bush turbos off and fit BB ones to keep them alive on RB26's . The question you need to ask yourself is will the GT3076R'd RB25 come on boost before the RB26 will because if it does it will start hauling sooner . Personally for drive it every day duties the hydraulic bucket 25 is easier and less costly to live with than a shim/mechanical RB26 . Also if the 3076R fell over you going to be up and running a lot sooner and for less money than the 26 if the glass turbos let go . A .

I washed mine out with a 50 50 mix of kero and metho , if there's any crunchy crud you know where it ends up if left in the inlet tract . I also got some emery and reached inside the in/out tubes and removed the sharp edges , little cost so why not . Being slightly taller than the R33 IC means it wants to push the arch liner down a little . A .

When you want all that the GT35 turbine and the GT40 compressor can give you have to move beyond the housings Garrett fit to the GT3582R . As a center section the GT25 based BB one is on borrowed time with wheels of this size . Occasionally if leaned on really hard GT3582R's have been known to bend the turbine shaft and the compressor then does a elliptic orbit and trashes itself . I'm not 100% sure but I think this turbo may have grown out of the HKS spec "GT3240" - which itself had a bored out GT30 based turbine housing and a T04S compressor housing . Geoff Raicer played about with a few things and came to the conclusion that for these turbos to survive super duty work they need to be built into the larger frame (center section) size with its beefier bearing section and larger diameter shaft . Once the cartridge can survive then you can use housings better suited to the gas flow requirements of 650 + horsepower . Turbonetic built one with a slightly larger turbine - and shaft - and call it F1-35R , it also used a reasonably beefy twin scroll T4 International flanged turbine housing to make it work . I think in the end Geoff though why go through all this grief and expense when Garrett already had their GT4088R which is a far more modern thing on all counts . Garrett went to a lot of trouble with the 78 trim GT40 turbine and housing to make these units responsive for their size . The compressor may look wuzzy on paper (52 trim) but your talking 52 trim in an 88 mm diameter wheel so not really lacking . The SPEED match is what makes that 88R's wheels complement themselves really well . If you get the chance go have a look at a GT4088R because they are big on performance but possibly not as physically big as people may think not having picked one up . Nothing like GT42R big . In my opinion they are more of a 3L engine turbo than a 2.6 one , Geoff did try them on RB26's and to be honest I can't remember how they went - probably as you'd expect a 650-700 Hp turbo on a low compression 2558cc engine . The T04Z does have its place , its just IMO that HKS put all their smarts into their housings because they knew the Garrett ones were a bit ho hum on a high performance petrol engine . Cheers A . I believe just north of 500 is where the "T3" flange runs out of real estate . Maybe a bit less in twin scroll form .

Some people are doing well with the 1.06 twin scroll T4 International flanged turbine housing , I guess it depends on what your position is with TS . Also the 82mm compressor is GT40 family and tends to like keeping it in the family with a GT40 back plate and comp housing . If you look at HKS's comp housing for the T04Z I believe most of them have a larger diameter diffuser wall cast into them . The GT40's diffuser diameter is larger than the T04's and I believe a step in the right direction . If you can have a look at the GT3582R's compressor map , narrow ranging for an 82mm GT family compressor end . Also from the turbine maps you can see how they scribe an arc rather than rising to a sort of plateau and flat lining . The more expensive option but a well setup GT4088R is better overall for higher outputs than either a Gt3582R or T04Z . My 2c only , A .

What sized turbine housing did the GT35R have ? No pun intended but the greatest difference between Diesel and petrol GT3582R's , center section aside , is the housings . Big GT40 suckers on the Diesel ones which is a size up from the T04 ones on T04Z's . If Garrett were doing the GT3582R justice it would be in a large frame BB center section and in housings like the GT4082 or GT4088R's have . As they are the turbine housing is a bored out GT30 one and the cold side a T04S one . The best you can do for a GT3582R petrol turbo is to use the largest 1.06 A/R T3 flanged one or a modified T4 International flanged T4 housing . I think ATP do a large flanged TS housing for them . A .

Red top is an R31 engine isn't it ? You can answer you rebuild question by asking yourself if you liked the performance you had before the puff of smoke . I would be very wary of GT3582Rs on an RB20 based engine , pretty big turbine and compressor for an engine with small cylinders ie 2L based six cylinder . If you hold high hopes of generating and using 320Kw then a turbo like that may have some value , I can't see it ... Even GT30 based turbos are pretty healthy sized things on an RB20 (+10%) , people tell me it's the limited valve and port area in them that dictates gas flow and therefore power ceilings . Anyhow you need to identify which 3037 you have to know what can be done with it . If it's same one as the GT3076R then you can order cartridges for them and fit whichever sized GT30 turbine housing you like in gated or non gated form . If your 3037 has a ported comp cover try to reuse that , could save you some money . If you can post the ID tags numbers I can identify which one it is and then its a case of seeing which parts need to be replaced if you want to go that way . Your call , cheers A .

Correction , the 2835R's may not be port shrouded but they do appear to have the 100mm/4" bell mouthed inlet type T04E compressor housing . I cross referenced one of their 2835R's , 700382-20 meaning 56T comp and 90T cropped turbine , and its cover Pt No is 467987-0015 and probably what a real GT3071R gets anyway . The GT Pro version has a custom 0.50 A/R port shrouded housing so Garrett may not make them in that form . A .

I have a bit more to add regarding the compressor housings on these GT3037/GT3076R type turbos . According to Turbomaster catalogs the part numbers for the port shrouded compressor housings are 436157-0022 for the 52 compressor trim version and 436157-0023 for the 56 comp trim one . Unfortunately having the part numbers for these things doesn't guarantee that Garrett can/will sell them to you but at least if you can quote a part number you're in with a fighting chance . Also BTW the part number for the backplate/adapter ring (the ring located with the large C or circlip) is 448420-0002 and common to both . This fact alone tells us that the housings are T04E family or at least "footprint" . A little O/T but because I know where to find them , and cross reference them , I'm going to dig up the part numbers of the hopefully Garrett compressor housings used on HKS marketed "GT2835" turbos because it may just be possible to order turbos and or port shrouded compressor housings for the 71.1mm GT35 series compressors . I can't guarantee this but there is some dumb spud logic in thinking that port shrouded compressor housings on turbos in the GT3071R/GT2835 family could be of benefit . I remember people having boost creep dramas on 3071R's with the smallest 0.63 A/R Garrett turbine housing and I think the feeling is that with the 0.82 A/R Garrett housing the problem was all but solved . At least one here has told me that in 82 form his R33 (GTS25T) goes quite well but noses over at something over 5 K revs . The thing I keep seeing is port shrouded comp housings on turbo kits slated for Nissan RB six cylinder engines , you only have to look at the 2530KAI , GTRS , plus the 2835 and 3037 GT Pro turbos . Garrett spec and marketed turbos tend to be generic things where HKS go to some trouble to make them firstly fit and secondly suit the characteristics of the engine being warmed up . Brett from GCG did say once that a properly made port shrouded comp cover lets some air out in the would be surge phase and actually lets some additional air in when the comp wheel is really hiking and the engine can swallow lots of air . Back soon , A .

Was that a thread of Geoff's or twin scroll some such at Freshalloy.com ? Well if those holes are threaded HKS isn't using roll pins - must be some sort of extended tip grub screw . What sort of head do these have ie phillips/torx/allen socket ? Obviously the hose clamped over the boss stops them doing roundies and hitting the fan if they come lose . Thanks all , cheers A .

Yes thanks for the reminder , I vaguely remember seeing pics of some in the States done like that . Was this a mod you did after using the turbo ? I'm curious to know the with and without differences on the "sound effects" . I suppose HKS had Garrett make these port shrouded T04E compressor housings ready to take the insert as HKS got them . I'd prefer to have something removable so the insert could be transferred from housing to housing - saves making new ones if the housing had to be replaced . Does anyone have a 3037S that could have a look at the roll pins or whatever they are that pins the insert into the outer section of the shrouds boss ? It's all guinea pig work with this turbo and I hope the detail stuff can be worked out so that others have answers down the track . Cheers Adrian .

I'm not a stag person but I believe the 5MT was only in the rare exy 260RS (series 1) . I was told recently that series 2 etc Stags did have a manual trans option but are they more R34GTt like ? A .

I don't know what sort of parallels there are mechanically and electrically between a 4WD NA R33 and the same era Stagea but it is worth researching and keeping an eye out for wrecked Stags in that era - donor car sort of idea . If a donor car has everything you need to build an AWD R33 25DET then it's possibly the cheapest way of getting the bits AND it'd be a matching set from a car you can order spares for . Stags of that era may not get you four piston calipers or the discs that suit them but I believe they bolt up anyway . Something to know early is does your R33's era Stag have a manual transmission option . Also importantly double check the diff ratios because those for an NA R33 RB20 probably won't suit the power characteristics of an RB25DET . I think the final drive choices were 4.111 and 4.4ish . Long shot idea but worth a few searches , cheers Adrian . Also for kicks search prices for 33 GTR with blown engine - who knows ...

Hi all , I've spent too much time searching for details or pics of the machined aluminium bell mouthed insert piece HKS use in the port shrouded Garrett compressor housing on 3037"S" turbos . We pretty much know they use the same 0.60 A/R T04E compressor housing on GT3076R's and 3037S turbos and you can see the locating step in the middle of a 3076Rs comp cover , also the outer part of the inlet has three holes for I assume roll pins or whatever to locate and retain this insert . I'm sure I went into this a couple of years back here but I'm damned if I can find the info or pics . At the time someone was selling a copy of the insert on E Bay and I should have bagged snaps but can't find them if I did . As some of you would know I have a GT3076R/3037 52T turbo and ported housing on the way and I wouldn't mind having an insert like HKS's one to smooth out the incoming air and minimise the sonic shriek usually associated with port shrouded compressor housings . Stealth is bliss , cheers Adrian .

Slight correction , the OE 300ZX TT clutch plate was Valeo branded not Daikin . A .

I seem to remember some of them having a compressor that looked like that but IMO the R32 Skyline BB ceramic turbo is better . The two different sets of blades isn't a HKS trait , that goes back a long way and BTW HKS generally market Garrett turbos . A .

Can you back the camera off a bit and take another shot . A .

Guys this is not my cat to swing but it was suggested to me that whats different about these Nismo AFM's compared to the std ones is the sensor element and the electronics attached to them . Has anyone looked at original Nismo AFM's guts to see if they are std on a less performance oriented Nissan or whatever ? Cheers A .

Sorry I don't have the paperwork for it here . It's probably with the people who got the other clutch kit from Jim as both were sent to them and I retrieved mine last Sunday . You're probably better off contacting him because a few things were done to mine for reasons of functionality rather than price , like resetting the wave springs in the clutch plate set it back a day and cost labour to correct which was fine with me . An aftermarket plate may have made it right but I wanted the better sprung hub and best linings going . I gave him a bell late this afternoon to give the promised feedback . I tell ya there is a lot more in clutches than I ever imagined and I would find it distasteful fitting an off the shelf kit from a generic local mob - for my cars anyway . I know to some people a clutch is a fancy clamp that lets them change gears and the cheaper it is the better they like it . Like a lot of situations in life things are not always as they seem . Enough of that , cheers A . Well nearly , nearly forgot . The part numbers for the genuine front gearbox and rear crankshaft oil seals for my car . GB - 32114Y4000AU "OIL SEAL" . RM - 12279-5L310 "SEAL OIL CR/SFT" . Actually Jim said that the above rear main seal part number is to suit 98 RB25's , my car is supposed to be a 96 S2 and it has the late TPS stuff but not the 97+ Neo type CAS . A .

I got my car back today and I'm very pleased with the result . To rehash I contacted JB a couple of weeks back and asked for a road clutch to handle ~ 260 Kw in a warmed over RB25DEBT . What I effectively got was an OEM Daikin 250 mm organic plate from a Z32 300ZX TT . Normally R33 RB25DET's have a 240 mm diameter clutch but Jim knows how to put together a pressure plate assembly that can use a 250 mm plate on the std (resurfaced) flywheel . This was a new combination he was cooking up but in testing he found that in this form the pressure plate wouldn't fully release the 300Z plate . I wanted to use that clutch plate because he said its sprung center and lining combination is better than any of the aftermarket 250mm Nissan plates . The answer was to remove the facings from the Daikin plate and reset the wave springs on the backs of the organic linings . The drive experience is very nice and as long as you do the usual 1200 odd rev take off alls fine . My flywheel was lightened a bit and faced of course , it was balanced by itself and then with the pressure plate assembly bolted to it . Jim sent me a new genuine gearbox front seal and I bought a rear main seal from John Robinson Nissan Spares in Rockdale (Syd) . After a bit of research I thought I'd give the gearbox synthetic oil to swim in and chose Castrol Syntrans 75w85 , according to Castrol's blurb this can go wherever VMX 80 can so based on this and with the Kids seal of approval in it went . From what Jim told me the clamp (drive) load rating of this clutch worked out to be 2600 lbs and equates to good enough for 277 Kw - no idea how that's worked out and no reason to doubt his word . So a big thanks to Jim Berry for building this clutch , Milton at Harris Engine services for the machining and balancing , Bruce at Exceller Steering for fitting it , everyone here for sharing their experiences . Cheers and thanks , Adrian .

Yes that's exactly the way it works . Mine will wing it's way here as a cartridge and compressor housing which is probably the way HKS received them , they (HKS) would have put their own turbine housings on them along with the inlet funnel piece and the all important HKS power and response tag . That's worth 10 lbs of boost in the box ... I think all assembled and with an actuator it'll be a little under two but fluctuations in the Pacific Paseo and Garretts inside leg measurement would all be factors at the time . Can't be 100% sure till it's on the counter at GCG . I'm just pleased that they managed to find something that's a little different so I'm not expecting a cut throat price . In the mean time I'll have to think about the turbine housing sizes and what rate actuator to use . My initial thoughts go to the 0.82 A/R housing and an actuator designed to regulate at - I dunno maybe 12lbs and let the PFC's solenoid boss it around if required . After that chase up oil and water lines and the dump flange . Lastly the inlet duct to the AFM and the dump to connect to the exhaust . My R33 is std turbo dump and front pipe so the bit ahead of the 3" cat may need replacing , are they smallish std ? Cheers all , A .

DRRRRUMMMM ROLLLL . Just got a call from GCG , turbo number 700382-10 with the all important T04E 0.60 A/R port shrouded compressor housing is available in Japan and they are going to air freight one out for me . With luck should have the sucker in my hot little hands in possibly a fortnight . Now just for the listeners at home . I asked Michael if they are likely to bring any more in for stock and he's not sure , has to bounce that one off Brett . My impatience is going to cost ~ $150 airfreight because going by sea takes around six weeks . If anyone else is interested in these you can either let me know or go direct to GCG if intending to order . PLEASE don't take it as granted that this combination is going to be the ducks guts , or come back at me saying I spent good money and it doesn't do what I want . I research these things for myself and if you can wait a while I'll pass on my findings . It SHOULD work just like the Garrett marketed GT3076R in the same sized turbine housing , it SHOULD be a little more responsive and have slightly faster transients but I'm working off the force here not real life experience . More as comes to hand , cheers A .