discopotato03

From what I read EFR is expanding its range of turbine housings so they aren't all out yet . Full Race has welded T3 flanges on T2 7163 housings so that's a possibility . I don't have any interest in GTX3076Rs because I reckon they have more compressor than turbine , closer to GT3582R airflow without the 35 turbines flow rate or comp housings too . I mentioned 500 crank ponies because Geoff reckons they are hard to beat in this range for response and transients . For GT30 based I'd rather have a 3076HTA than the GTX version .

I've been looking at pics of R33 and R34 RB25 DET manifolds and I'm curious to know if the R34 GTt lower manifold can be substituted for the R33 one . Main reason is to fit the GTts top feed fuel rail and retain all the R33s plenum (plumbing and IAC valve) . If the gasket that fits between the upper and lower manifold halves is the same it may work . Fingers crossed cheers Adrian .

I based my ideas on what Geoff reckons the 7163 is good for power wise which from memory is 500 crank ponies . I'm not really sure what numbers a road race RB20 is typically good for but even that should be impressive in a race weight R32 GTST - provided the usable rev range is wide enough . Edit : Did a search and it seems typical "good" power from Roys older setups has been about 260 RWKWs . My hack formula is throw in 100 WKWs for drive line loss and you get 360 crank Kw . 500 CHP is around 375 CKWs so I guess if you lost 125 KW to driveline and anything else its sort of ball park . Larger framed EFRs like the 7064 7670 etc have larger housings so they may let the RB20 be a bit more free reving over a 7163 but how much mid range do you compromise ? Interested to hear what Geoff thinks , cheers A .

R_34 your call but if it were me with an RB20 and really wanted an EFR I'd look harder at the 7163 , I think it would have a more useful rev range unless the absolute top end is your goal .

I'm not up to speed here but I don't think they do a TS "T3" flanged turbine housing . The issue could be not enough port volume in the area the gate paths need to be . I suggested to Geoff a while back using a TS T3/T4 adapter plate doubling as a spacer and he reckons it would work . Personally I don't think the volute passages are necessarily any larger in T3 vs T4 TS housings but the volume through the flange area certainly is . Probably the best way to make a T3 TS housing work is to fit two external gates on top of it but not sure how well that'd work if the gas speed was really high . The extra volume in TS T4 housings should make the gas speed lower there and faster in the volute passages themselves .

If express posted it may get here this afternoon . I went back over your thread because it had pics of the install and noted that rail is not as deep as some so easier fit . I've been looking at what short EV14s are available in the 740-1000cc range and it turns out that Adaptronic in Sydney sell ID850-34-14s which are intended for Chev 6-6.2L V8s . That number means 34mm between the O rings and 14mm tops . So have to decided if the name brand is worth paying for or if the other is just as good . Scotty was chasing up details on the shorty Xspurt 1000 which I can't find any mention of except in NZ where they advertise short 900cc EV14s . A tad OT but can anyone tell me if the Tomei/Nismo adjustable direct fit reg is any higher flowing that the OE RB25DET one ? Cheers A .

Arts are you interested in selling the rail fittings and collars separate from your Xspurt injectors ? Cheers A .

Airflow measurement could be taken with a mass air sensor placed either before the turbo or after the intercooler . Inlet and exhaust manifold pressure measurement at least compares what's going on across the engine and should show up gate performance . Turbo speed sensors tell you exactly where and under what conditions a turbo spins/spools up . Turbo tacho may be expensive but the rest not too bad . Cheers A .

Mmm , can you PM me the damage without the injectors as I'm thinking of using a slightly larger version . I really wanted to have both fuel lines at the front and an OE style reg . BTW what sot of numbers did you get with the 750s and E85 ? Cheers A .

The R34GTt rail is nowhere close to being an easy fit to an R33 manifold , I did read somewhere that someone reckoned they filed a few holes and with spacers bolted it on . The 34s L shaped rail brackets mount higher up on I think the water log section so something to think about . A .

My take is that genuine EV14 injectors are made by Bosch as OE components . Not all EV14s are motorsport injectors and those that are have different part numbers generally starting with a "B" . AFAIK the motorsport EV14s come in a few different sizes and lengths and top out at around 1000cc . I think the ID1300 is a motorsport based injector with stainless internals , they may be the only EV14 that ID sell with diffuser plates over their tips . I think they are supplied to ID in final form and not modified in any way . It's hard to know how much truth is online with modified / hi flowed EV14s and Bosch obviously would be reluctant to back a non standard injector . ID seems to have become the defacto standard for modified EV14s and heated arguments are on most boards about IDs being more expensive than say FIC Deutchworks etc and not being any better . To me it looks like ID did a lot of homework and one source reckons ID is the only supplier of non standard EV14s to have CARB approval but not sure which injector or application . The term characterisation gets mentioned and this is supposed to be about how well OE computers talk to these injectors ie GM and Ford boxes . I can see where this may make SFA difference to most aftermarket programmable computers that don't have OE type sophistication . Anyway with luck I'll have an R33 lower inlet manifold to mock my S2 Stag (34GTt) rail on later this evening on so I'll know how close the rails feet are to the R33s manifold mounts . A .

A friend mentioned last night that Adaptronic in Sydney supply some of the Injector Dynamic EV14 range so a local rep . A .

Anyone anywhere can criticise anything but here at least the Xspurts and IDs generally get a good rap here . Just as many people rag Deutchworks EV14 high flows as like them but some claim flicking them for same sized IDs made a noticeable positive difference . Xspurt is local meaning local spares , I doubt it's an economic proposition sending an injector back Stateside for exchange .

Your call but I would be wary of a 0.82 housing on that turbo . I think the 0.63 that those GTX3067Rs mostly get standard are there for a reason . A .

Scotty is confirming that Xspurt do a compact 900-1000 cc EV14 and if so that's what I'll buy . Big enough but not too big for an RB25s 415cc pots because I want it nice right down low . I want them to support 320 RWKW on E85 and not 100% sure 725/750s would do it . I have seen adds from KPM (SA?) of 900 and 1000cc compact EV14s but not sure who supplies them . It seems there are lots of fake or dodgy EV14 hi flows getting around so given a choice Xspurt or IDs sound good to me . I would have thought that there would be more of these 800-1000cc EV14 shorties available since they fit the 6-6.2L Chev V8s , maybe they aren't into ethanol so no market for them . A .

Arts no I don't have any Toyota pistons , only JE VG30 ones . I'd like to try the GTt rail but your set up may be attractive if you have all the rail mounting hardware and manifold collars . I didn't really want an aftermarket reg but I suppose its part of the set . Scott I did find mention of an Xspurt 900cc short EV14 on an NZ site , maybe these are known as 1000cc over here and similar to the ID850GMs which are short EV14s for late LS Chev apps . A .

I couldn't find much info on stainless injectors aside from ID1300s but I think they are a bit big for mostly general use . Maybe in 500cc/pot engines but 415 - dunno . At one of the OS forums I was reading that Bosch doesn't make Motorsport injectors larger than 1000cc and those with more flow are all modified in the aftermarket . So I suppose 750 - 1000cc shortest EV14 is the go unless you know of anything better . A .

Almost time to get into these injectors but need some real world info about types and sizes . I'm leaning towards Xspurt 750s because I want the shortest ones to fit under the standard R33 plenum chamber and 740cc side feeds have been proven to get to 360 RWKW on Guilt Toys RB30 with E85 anyway . I can't see a 300-320 RWKW RB25 needing any more fuel and I'm thinking anything larger may start to lose the down low mixture control and transients I really want to be really good . In fact as sharp as possible because I want to run lean clean mixtures at part throttle and cruise . I want to see numbers like 1 plus lamda at these times because my 25 really likes it when I can get it to do it which I can't consistently ATM . There is a lot of hype about ID injectors and I'd probably pay for their ID850 GM injectors if there was a local supplier who kept spares . These are short EV14s that fit in late model Chev V8s and should work fine but there HAS to be local support and replacements available . So far I haven't seen shorty 1000cc EV14s which is surprising to me anyway . Plan is to modify a GTt rail which has two heavy duty "L" shaped brackets either end to bolt it down . From memory the rear one is slightly offset between the 5 and 6 injector mounts and needs some alterations to fit an R33 manifold . Also I believe one of the tubes possibly the return needs alterations to clear something under the plenum . AFAIK the worst thing Nissan did to an R33 was fit SF injectors , cheers A .

Well I'm committed to using what I have atm but if I was down there I'd be wanting to aim for something in between the GTX3067 and GTX3071R . If something along the lines of a TR30R hot side could be created I reckon that could be really good in bush or ball form . A .

Evo 9s had the biggest tank and trust me 6s aren't real big . I lose idle mixture control at about E20-25 and I found that with both the PFC and the Vipec it prefers a higher ratio of petrol than ethanol . I fully expect to see improvements with EV14s and unless I can find a short OE version around 550-650cc Xspurt 740s will be the go . I base this on the fact that Guilt Toys RB2530 got to about 360 RWKW before it ran out of fuel with Nismo 740 SF injectors and E85 . If I want enough fuel for say 300 740 Xspurts are more than enough . IDs are probably nice but local support points to Xspurts . A .

Suffice to say that the standard intercoolers are sized to cope pretty well with the standard turbos output particularly in a GTt . It'd be the reason why those coolers are a reasonable upgrade in an R33 with a standard or GTt turbo . A .

Could be injectors or the way the petrol is vaporising , tried various AFRs and timing and it just works better for me . A .

If I was in Melbourne I'd likely experiment with Hypergears turbos but Sydney is a bit too far to rock up for adjustments . Wish they were in Sydney actually . Can't honestly say I've had any experience with their turbos but if I did they'd have ball bearing centre sections . On fuel - ethanol is good stuff but I find the light load bottom rev stuff more snappy with higher petrol percentages . Consumption , for me is totally unacceptable with E70 and I can't see E85 being any better . Better injectors like EV14s could change this but I don't have them yet . Best case for me would be E42 from the pump but no one sells that so I splash blend my own . Simple , 50 50 E85 and 98 ULP . So I can't screw it up I have black jerries and red ones and religiously put 20L in the big ones and 10 in the small ones . One of black and one of red and I get a consistent mix . Yes it means screwing around with containers but your not doing it every day and can buy at the bottom of the price curve . A .

Yes the economics is fix when it needs to be fixed . The only reason to build a Neo in an R33 block is to keep the original number , if that wasn't an issue I'd look for a Neo engine in good condition and run that - after the 33 engine expired . Economics should take precedence over ideal unless people like being poor or have too much money to spend . A .

Well my opinion is that many people grab components that are overkill for their goals . And while it can add a degree of future proofing if the future isn't 350 plus RWKW then any downsides were all for squat . I see sub systems built for sub systems and all I can think is - why ? Here's a good one , "want 300 on E85 and have to have that 20a draw alky pump" . Custom fits custom wiring bling reg cause OE can't cope , fuel get hot tanks pressurising bla bla bla . Or just buy the known drop in that works with everything OE . Boringly simple for probably same money . If it were me in a GTt and it never left the metro area I'd take a punt on that GTX3067R , for something that nearly bolts on it should have better transients and spool than any other GT30 IW turbo from Garrett . Again the burning question is how far up the rev range do you need to go and still have it hammering . A lot of this comes back to how much you want to spend on gear and how well that's proportioned to your goal . If that goal ended up being 280-300 then all the bling expensive 400 Kw gear was for shit and doesn't very often make the result any better . Lastly the return flow Blitz , for a Japanese kit its affordable easy to fit and about a legal as it gets in the eyes of the sharks . Paint it matt black and with the lid up you virtually can't tell its there . Provided they work like or dislike is irrelevant as far as the engines concerned . Personally I like having an engine bay that looks factory even if the crossover pipe is a PITA to work around . Not hard to remove . One quirk I have is that I like to get the most from the least because the era I grew up in and the trade I did back in the 80s . A .