discopotato03

I played around with non pump ethanol blends when I had the PFC in my 33 25T and while its interesting its a PITA after a while . I just stick to Eflex from the one servo nowdays and although Insight fitted and tuned my "V66" plug in I've been doing all the pre boost tuning . When you've had the alky a while you can't stand the smell of raw ULP or its exhaust fumes , using it pushes you to fiddle with the ecu settings trying to get the best drivability torque and consumption figures . Something I reckon plays a big part in drivability and consumption is the injectors you use and most people use bigger ones obviously . I am keen to try some sort of current tech Bosch EV14 like IDs because I sometimes come up against minor drivability issues and I wonder how much of this is caused by using dated injector technology . Spray patterns and droflet size must become more critical the shorter the injector pulse width gets and thats were a lot of part throttle urban driving obviously is . The injector transients must be a fair bit faster with modern injectors and that would make tuning easier I suspect . I think the bottom line is if you want production car like drivability and a shot at good consumption you have to use good injectors from the outset . If perfect round town drivability and good consumption is not important then anything big enough that you can get to "idle" acceptably may be ok . Production cars are pretty well behaved generally and they show up your ride if its a bit how ya goin' . Having a wide band controller wired into your ECU is a great idea and I wouldn't be without the Tech Edge now . Later I may play with flex fuel but ATM Eflex is good for me . A .

Is that the manifold thats a real PITA to fit ? Cheers A .

I remember Corky bell had a couple of pics in Maximum Boost of turbos with the waste gate mount welded to the turbine housing . I think his theory was that if you make it easy for the exhaust gasses to enter the waste gate it will work well . If the gasses have to make a 90 degree exit into the gate like say an integral wastegate system does then the higher the gas speed is the less its inclined to change direction and flow out the valve when its open . Gate positioning would have something to do with how often you want to change the turbo or its turbine housing too , simpler spannering if its mounted on the manifold . A .

All I can remember is someone claimed to have done it , don't think there was much detail or any pics . I did hear its a little squeezy under an R33 RB 25s plenum because unlike the Neo it was designed to fit short squat side feed injectors . A .

Gilt your specs are for a different type of -9 and as Lith said the 707160-9/GTSS is a GT2859R . Confusion exists over the GT25/GT28 descriptions . Back when Garrett and HKS spec Garrett BB turbos were new GT25 and GT28 turbine based units were all called GT25XX . This is why HKS spec GT2530s were not called GT2830s even though in todays terms they use GT28 turbines . Now to the as called GT2510s and GT2530s . They are basically the same turbo but the 2510 uses a smaller OD and trim TB25 turbine - 53mm 62T vs 53.8mm 76T . From what I can gather 707160-9/GTSSs use a 62T version of the 53.8mm 76T turbine as does the Garrett marketed version . These -9s also from memory use OE GTR sized housings both sides where the HKS spec 2510 and 2530s use larger ones . A .

In another similar thread someone managed to mod an R34 Neo fuel rail to fit on an R33 RB25 inlet manifold with from 3/4 length Bosch EV14 injectors and adapter collars at the lower end . I've just been on the phone to someone I know who has a bare R33 RB25 inlet manifold and I'm going to use that to mock up a Neo rail if I can find one . Side feeds are a PITA and not something that Nissan kept for very long , note GTRs never used them . A .

I don't know about double the size since 4 injectors is 2/3 of 6 injectors . I'd have though X amount of fuel to make Y amount of power so divide the total fuel needed by the number of injectors . A .

I'm not so sure many people are interested in back to backing these two turbos because they generally know how much power they are aiming for and get a turbo to suit . Knowns : The GTX version has a bit more of everything including cost and lag all else being equal . If you are looking for more than the GT version can provide then consider the GTX version . It looks to me like the GTX3576R was intended to be the replacement for the GT3582R and the GTX35R is aiming a bit higher again . I think you need to ask yourself what you want power ceiling wise and then buy a turbo that gives the best spread of power whilst achieving you target number . In the mean time I'd be looking at comparisons of GTX3576Rs and GTX3582Rs provided of course the GTX tax premium is of no consequence . The former will be a bit lighter and more compact because it uses a different compressor housing . Also I'm guessing the GTX3576R may be a little more responsive than a GT3582R because of its smaller diameter compressor wheel . Your call , A .

ViPec and I assume Link plug ins work well and can used with either either MAFs or MAP . Goes in you std ECUs case so looks factory at a glance . I already had a Tech Edge wide band to do the oxygen sensing stuff but the V88 has all that std if you only want one box . IMO you need WB 02 input and the ECU the ability to trim mixtures set by an AFR target table - for road anyway . I'm far from being a good tuner but I fiddled all my start light load and cruise settings and I'm getting around (in Sydney) 13-14/100 on E70 . My 25 now uses MAP after having a PFC and Z32 and while I did get a bit better consumption with my tuning towards the end with the Apexi I wouldn't go back . I'm still learning with Vipec and MAP sensing and its slowly getting better and with modern injectors like IDs should be better again . Be choosy with larger injectors because the best motorsport computer on the planet can't improve old tech injector abilities at really low pulse widths . My computer reckons I'm idling at 1% injector duty cycle and its not too bad but could be a little smoother . If I was you I'd get modern injectors first and change them over when the next computer is fitted and tuned . A .

I look at it like this . In the distant past OE exhaust manifolds were crude cast lumps and for your typical Olden Falcon Valiant had six holes on one side of the lump and one on the other for the tubular engine pipe . Nice not and crude rude and inefficient yes . Call it 6 into 1 . Then when the manufacturers wanted better effencies from their engines the manifold had two outlets and they sometimes made some attempt to group the cylinders together to take advantage of the exhaust pulse timing . These have two engine pipes merging into one at an optimised distance . Call this 6 into 2 into 1 . In the bad old days cast turbo exhaust manifolds had a hole for each pot and one for the turbo where in more modern times they sometimes make an attemp to split the manifold and have two outlets into the single scroll turbine housing . Going all the way means having a twin scroll turbine housing and separate waste gate paths . This is effectively the same 6 into 2 into 1 but this time theres a turbine at the 2 into 1 junction . You can see the obvious parallels and its easy to see how the basic piston pump (engine) prefers a 6-2-1 system to a 6-1 system . Turbo engines , petrol car ones , don't always run on boost and the better the exhaust tract works the better the engine performs even at part throttle low revs and with no positive inlet manifold pressure . Mr Lith again I'm not biting but I will say that an optimised TS system based around a GT3076R and an RB25 should have better low speed part throttle torque than a single scroll one . Wheather the effort and cost justifies the result is up to the individual and what their goals are ie doing that or a questionably legal engine numbers wise RB30 . Because I happen to be looking closer at automotive diesel turbochargers these days its evident that VNT is an effective method of pulling the bottom end boost and torque levels up and if they ever get them working for petrol engines its going to be simpler in some ways than twin scrolling and twin gates . For me the $64 question is how do VNT turbos go with cooler cleaner burning E70 + fuelled engines . A .

Generally you go a bit larger with a twin scroll turbine housing , the reason being that because the pressure within them is lower you need a reasonable sized passage to flow the gasses . Also you want the cylinder to blow down as quickly as possible so that it can be scavanged by clean air . The thing to realise is that a 300+ Kw turbo on a 2-2.5L engine doesn't suddenly come on boost at 2000 revs just because of a change to a twin scroll housing . We are accustomed to production cars doing something from around 22-2500 revs and up usually with responsive and slightly restrictive turbos . They are designed to make boost at lowish revs and on load at cruising speeds . Its probably a lot to expect a GT3076R with a 0.82 AR TS housing on typical RB25 to be doing much at 80-100 in 5th . The engine itself should work a bit better because its exhaust tract sees less restriction and acts as a slightly better piston pump because of it . A .

I hope they did these in the high temp material . Do they mention what ARs and for what turbines the "T3" flanged ones are intended ? A .

I thought everyone decided the Neo turbo RB25 had the same 9.0:1 static CR and got it with smaller chambers and less plateau on the piston crowns . A .

"A bit like putting an RB25 in a Supra" . Nope that bit wasn't V8 . I wouldn't think a 6.2 or 7 litre Ch-evvy done right would need turbo/s in a lightish car . A .

I thought the Americans were all over putting aluminium V8 Chevs into S14s when SR20s and KA24s didn't cut the mustard . I6s put the weight a bit further forward particularly if it has an iron block . Anyway links ? Cheers A .

The Mobil 1 bike stuff - 4T Racing 15W50 you can get from GL Lubricants in Sydney . A .

Have a read of this thread because it starts out with GM supposedly debunking the myths of flat tappet cams and ZDDP . MAKE sure you read it ALL because a group of open minded engineers and a group of Porsche people tell the truth about the GM mugs rubbish spiel . http://www.bobistheoilguy.com/forums/ubbthreads.php?ubb=showflat&Number=1049812 My experience with oils containing higher levels of ZDDP is that the Mobil 1 4T racing bike oils work well but you get a little more valve train noise in a 4G63T and to a slight degree in an RB25 . The mileages on these engines is 140K and 115K . ATM I need more oil so I'm off to GL Lubricants to stock up on more Shell Rotella T6 5w40 . I've used it with no issues at all and it leads to a quieter valve train which can't be a bad thing . Take note of the content of the above mentioned thread re detergent oils and how far back some urban myths about oil go . Cheers A .

Short of time ATM but if you do lots of net research , who sleeps at night anyway , the story looks like this . The GREEN slimes of this world are paranoid that good anti wear additives ie ZDDP end up coating and killing cat converters over time so these are slowly being reduced in oils intended for "Modern Engines" so be wary when you see this on oil containers . Long short , diesel engines because of their high torque low rev nature create very high loadings on their bearings and gudgeon pins etc so they need good anti wear additives . When you look into diesel specific oils they appear to have lots of what we need and it doesn't necessarily have to be mega expensive like Ripco bought Mobil 1 . Remember how many Yank sites have been praising things like shell Rotella T6 5W40 ? Mobil and others make similar kinds of things and whilst not $20 cheap it aint 70 - 100 either . Means you can afford to change it more often . Bacon force can't know whats in your sump and I wouldn't think the RTA/EPA is likely to sample it either . Do some reading on (I think) CJ4 and CI4 rated oils and don't be afraid if it leads you to a diseasel spec oil . I'm sure most of you lie awake at night stressing about your cat ... A . I did see it recently but didn't get time to search for a product called ZDDPlus . Worth a look .

I looked up pics of the R33 GTRs airbox and it seems to lay on its side so there is a greater volume of air either side of the element . Has anyone tried to use the 33 GTRs box in a 25T ? Probably a bit of stuffing around making a Y pipe but if you're doing something for a bigger turbo inlet ? A .

There has been some mention of GTX3067Rs being used on a drift BRZ and possibly on an E46 BMW ? I don't do Facebook but if someone that does can have a look we may get some results of these GTX3067Rs on something . Cheers A .

Hi Tranman , I'd like to see your intake from the Z32 to the GTX3076R if possible because many claim its difficult to do . Do we know for sure if the std GTS25T airbox can't support 300 RWKW , I still have mine and it has a cleanable Piper Cross element in it . I'd also like to see the box mods as I like stealth and I'm using the same IC as yours . The airbox in R33 GTRs must be significantly better if it supports more than 290-300 RWKW . Good effort , cheers A .

Thanks for sharing , saves others finding these things out the hard way . I really don't want to go external and the HKS has its issues so may as well stick with the std one , worked for Mick o . A .

For Hypergear , does that Brae side mount manifold place the turbo pretty much where the Nissan cast one does if you spaced the turbo out for the T04S 0.70 comp housing ie GT3582R etc . I also wonder if its possible to butcher a couple of std heat shields to come up with a bit of a "stealth plate" . Its not going to fool anyone who knows what they're looking at but would keep the daddy long legs a bit out of sight . A .

How much better is side mount one than the factory one ? Also wouldn't it be an instant defect if you got caught with a high mounted GT3076R ? A .

Off my own topic I suppose but is much known about this manifold from Brae ? I'd always though it was impossible to make a manifold that mounted the turbo anywhere near the std position and have it work better than the std cast iron one . They say it mounts the turbo a bit further out from the engine but with minimum changes they can be made to work . Some of that foil type quilted heat shielding would make it look a bit less lethal but its obviously not going to factory . http://www.braeautofab.com/apps/webstore/products/show/2941402 Will reasearch these , cheers A .