discopotato03

Is there one for how to fix broken plastic window glass mounts . A .

Well if you've come from big capacity engines then I reckon an RB30 would be virtually a necessity because these smaller ones don't make gratifying torque off boost and its not like a Skyline weighs half of what an LS1 powered Commodore does . I can relate to a well healed fella that bought himself a brand new locally delivered R32 GTR in the early 90's . Hated it , absolutely loathed the thing because he came from V8's and GTRs are heavy and Camry like off boost . It wouldn't pull the upper gears at pedestrian revs like his eights did so he flogged it off . Anyway I reckon a twin cam RB30 with a reasonable CR would be the way to go because more cubes means the easiest foot pounds . I don't know if an LS1 fits in a Skyline bay but geared right it would give some of the turbo ones a real big hurry up . A .

Again your call but the head is/was off and thats the time to make sure everything about it is to at least factory spec or better . I'd always worry that the new gasket wouldn't seal reliably long term if the head wasn't skimmed and if it doesn't its got to be done again . Easy for me because I have other cars I can drive and as I said I bought another head so everything could be done at my leisure . I must chase up the original 33 one because its in good nick and sell it . A .

Actually I forgot to add that those Link G4's can use multiple load sensing devices such as TPS and manifold pressure or TPS and mass air flow . I think what some tuners do is make a TPS strategy with either a manifold pressure or mass airflow correction table . I think Scott from Insight , Sydney's ViPec dealer , did tell me that in theory TPS and MAF should be the most accurate overall if tuned properly but some don't like air flow meters . A .

I'd be doing things the logical route first like fuel pump then injectors and computer . With a bit of a clean up I think you can get close to your target with the std exhaust manifold which will save you heaps . I would spend the money on head work and the 25/26 are a bit short changed in exhaust valve size . From memory Ferea (Sp ?) and Manley make suitable over sized exhaust valves that go straight in with re cut and opened up std seats at least in an R33 25 head and surely there must be something available for 26 and Neo heads . A tad higher CR by skimming and mild cams would pay off too . Depending on what your valve springs are like they can be shimmed up or replaced with aftermarket ones . Just don't forget that boost pressure is also acting on the back of closed inlet valves and this pressure is working against the inlet valve springs . The thing I see people reporting is that "hey I only got 280 or 290" but at the end of the day will the last 10 to 20 really matter ? Its just a number and IMO getting to the actual 300 costs appreciably more and it often just means more burnt rubber - and significantly more money . A good mechanic , technician really , has been telling me for a lot of years the value of the word "adequate" . Its great because it isn't a number but when the result is adequate you go away happy . I reckon many/most can scare themselves and get real out of shape with a lot less than 280-300 Kw particularly if the engine is responsive and a bit of a torque animal . I think the secret is a good head with good , often OE manifolds , and an adequate turbocharger . The computer and fuel systems have to keep up or you will damage things . Your call but in my book mods have to have good bang for buck or you spend a lot more and often its for zip . For example a good std fuel reg is fine if the pump and injectors are up to the task . If the cams are accurately ground to be timed right I'd use std pulleys . If your coils are in good nick keep them . Your call .

All too expensive , I'd buy an inexpensive RB30 bottom end and throw rods and pistons at it . Larger engine in a less stressed state of tune will make easier better power IMO . 20% bigger air pump and cheap/easy to get . A .

Way too big for anything street driven and I wouldn't build an engine to suit a turbo anyway . Big is just big and big isn't necessarily better . Far better off with an GT3076R if you want to stay with a mechanically std RB25 . If you wanted to build something build an RB30 and if you want something easy bolt a GT3582R onto it .

Yes we got the door latch surround and bolt out but the main PITA is the fact that the "handle tub" is located inside a horizontal "D" shaped bracket bolted to the door . Anyway we got it out and found that the rear linkage ball pivot had popped out of its nylon track guide socket . One of the plastic gadgets that goes through a hole in the front lower section of the window glass has broken so I'll have to see the local Nissan import spares joint (John Robinson Rockdale)to see the parts diagram and order the bits . A .

Hi , my 96 GTS25T coupe has a problem with the drivers side window . It tries to rise and fall squiff and I've been told that the windows sit on plastic clips which can break in time . The other weekend I tried to remove the door trim by unscrewing the screws underneath and the one under the plastic bung higher up . It moves but something is holding it towards the middle of the door . We tried to get the plastic section with the elec window switches to unclip but it won't let go in the middle . We didn't want to force it and risk breaking this section . Can someone whos been inside R33 coupe doors please tell us how to get this door trim off and what part of the window mechanism is causing the window glass to fall at crazy angles . Happy new year as well , cheers Adrian .

You could try ordering a new cartridge through Garrett Japan , off the top of my head its cartridge number 446179-21 . If Garrett still make it and sell it as a spare part it should still be available . Cheers A .

Well I'm only guessing but I think if anything the X type GT3071R could largely replace the 56 trim GT3076R though top end could tilt either way I think depending on how close to a perfect match the turbo was to the complete engine/car package . I personally think that the the 76.2mm 56T GT wheel or the 71.1mm X wheel are probably as far as the 0.60 A/R T04E compressor housing should go . The 76.2mm X wheel is getting into 82mm 56t GT40 compressor territory and may need the T04S comp housing which is std on most GT3082R and GT3582R turbos . Really those 82mm GT40 compressors should be in GT40 compressor housings IMO and particularly the 82mm X compressor wheel . I think a standard GT3582R could see off a GTX3076R partially because the turbine is larger but it's crying out for its native GT40 compressor housing . See its really a case of GT3582R's having big frame wheels in a small GT25BB center section and smaller wheel family housings (both sides) than is ideal for its wheels . It really needs the big shaft big frame center section and GT40 type housings to give its best . The reason they don't is the cost and packaging constraints because this kind of this would externally start to look more like a GT4088R unit . From what I've seen most of Garrett's GTBB turbos grew out of spin offs of the HKS GTBB spec Garrett units and often they made changes to be different enough to get around HKS's intellectual property when marketing their own range . I think many of the changes were for the worse and thats why I think many of the HKS spec units work better than ones in Garrett's lineup - better dialed in . The GT3082R sold by Garrett is a good example of what didn't work , its basically the same unit as the HKS GT3040R but HKS went small comp trim knowing that it would have a little more airflow than a 56 trim GT3076R/GT3037S . God only knows why Garrett went up three compressor trim sizes ie 50-52-54-56 to make a really piss poor miss match . You could be mistaken for thinking that some turbocharger manufacturers are only really motivated to spend money on development when the competition starts turning out superior technology . I think if the house of G's wants a future in single scroll aftermarket turbochargers they're going to have to do something about turbines and their trims . The GT UHP ones need to go up in major diameter and down in trim size to gain shaft power and gain response or at least not lose any response in the process . I reckon its the way to make torque over a reasonably wide range and starting reasonably early . Silly really because they had it worked out with the larger wheel spec TR30R turbos , wheel wise these are similar diameter wise to a 56T GT3076R/GT3037S , and didn't offer it to the public . 9 bladed 60mm 73 or 76 trim NS111 turbines and 10 bladed (5+5) compressors in 76.2mm 56 trim . Lightweight high speed responsive things that won in WRC Rally and with Audi at Le Mans . From memory the smaller compressor spec ones were something like 69mm OD and possibly both sizes had two trim sizes . I've got specs for them somewhere and will look them up later . Someone must know why these wheels didn't turn up in some GTBB turbos . A .

Ok first link to a GTX thread over at Evolutionm.net . http://forums.evolutionm.net/evo-engine-turbo-drivetrain/530822-compressor-wheel-design-garrett-gtx.html And from NASIOC . http://forums.nasioc.com/forums/showthread.php?t=2034214 There may be threads on one of the Supra Forums boards but haven't had time to look . A .

Dale the twin 3037 RB26 setups I read about years ago were generally the 52 compressor trim versions . Actually one of these 48T 3037's was sold second hand here in the past year or so and I would have grabbed it only it was pretty pricey and someone else was keener to spend the money than me . HKS listed the 48T GT3037 as having the same power output as their 56T GT2835 but I suspect the 3037 with the full sized GT30 turbine would have been a better single on say an RB25DET . Also note that there was only one turbo part number for the 48T 3037 an d the few pics I could find show them all having non port shrouded compressor housings . A few more happy snaps , cheers A .

I'm not sure how to edit my posts with this new format , the list I typed in 2006 eigth down mentions turbo number 700382-0008 Cartridge (CHRA) number 700177-0005 . I confirmed it is the HKS spec GT3037 with 48 comp trim option . I don't think they have been made for some time and the only pics I ever found show them having the plain or non port shrouded T04E 0.60 A/R compressor housing . A .

Evom and NASIOC are currently running threads on these turbos . A .

The surface of the heads deck gets compressed slightly by the gaskets fire rings when the head is bolted down . To get a new working surface you need to take a light skim off it if you want good sealing because it won't compress twice . I'm only talking about 3 thou assuming the head is straight to start with . My experience is that Genuine Nissan head gaskets are good things but its going to depend on what you're using your engine for . A .

Some will think differently but really the best situation when aiming for aftermarket springs and cams is to lift the head off and get it freshened up . The reasons being that head gasket sealing on a well loved engine can become marginal when looking for more revs higher boost etc . Things like valve guides and seats (valves and chamber seats) can be worn and not want to seal properly . With my 33 25 I bought a second hand head , thanks woolaf , and had it all done and changed over complete . That way I know the guides/seats/gasket will seal . I did want a bit of porting/bit off its deck/larger exhaust valves/wire rings fitted so was all done and changed in one go . Actually the belt/idler/tensioner/oil seals/water pump were done at the same time because it was around that mid 80 000 stage and was due anyway . Yes air pressure pushes pistons down if there is nothing to stop the crank turning ie in 5th gear or a socket and bar on a crank pulley bolt if you can get at it . I know its easy to be wise in hindsight but this was a bad time of year to take on a job like that because if something stuffs up the machine shops can be reluctant to take it on just before christmas . So unless you fluke it quickly and thread that valve back up its guide I'd be begging your local machine shop to freshen up the head if you can get it to them quickly . If you have alternative transport I'd pull the head off and do it properly - after inspecting everything and having it all close to factory tolerances . I'd still do my best to get 3 thou cut off the deck so that the head gaskets sealing rings have fresh material to crush against and seal properly . Old adage , do it once do it properly and have no dramas . A .

As far as I know Garrett don't make twin entry turbine housings for GT30 series turbochargers , the 0.78 A/R one is intended for GT32 based units and the 0.82 and 1.06 A/R ones advertised in the US are who knows what . Given a choice at least you know that the Garrett 0.78 one is designed/cast/machined by a turbo manufacturer as original equipment on something - I think a Diesel in that case . People have said that those other things look a little dodgy internally and if they aren't OE on something then they have no performance or manufacturing standards to comply with . Twin scroll turbine housing when used in higher EGT petrol applications preferably need to be cast in good hi temp capable materials because the divider around the nozzle section is thin and if the material is a bit average in this area heat stress often damages them . The material and manufacturing difficulties is part of the reason why high performance turbine housings can be quite expensive . Also think outside the square , sometimes other brands of turbos can be a better match for a given application than Garrett . A .

From the advertising pics and blurb I gather you can treat a GTX3071R just like a Garrett GT3076R , the real one , because they appear to use the same compressor housing casting . By this I mean only from a packaging/mounting perspective . Facts about GT3071R's and HKS "GT2835R's" in all forms . Believe it or not in current Garrett speak both are called GT3071R because they both have a variation of a GT30 turbine and a 71mm major diameter compressor wheel - 71.1mm actually . HKS are actually guilty of telling porkies because there is nothing GT28 about these "2835's" from a turbine or housing viewpoint . Actually I'm splitting hairs because many of HKS's GT30 based turbine housings have a T2/T25/T28 (same) sized mounting flange . The exception is the GT Pro S turbine housings fitted to RB spec GT2835 Pro S's and GT3037 Pro S turbochargers . Another one lost to many is the 35 designation they use for the compressor wheel , again believe it or not Garrett make a large frame plain bearing turbo called from memory a GT3571 - GT35 turbine and 71mm comp for some OE Diesel app . Because they had Garret use this compressor from a "GT35" turbo they call its compressor GT35 as well . I can only guess that the cropped GT30 turbine they were somehow passing of as "GT28" and the "GT35" compressor were mated together in what is know as a GT25BB center section came out as GT2835R - R as always meaning rolling element or ball bearing . Personal hate is term roller bearing , rollers are NOT spherical and should not be mistaken for ball bearings , annular contact or not . More confusion with the R exists because HKS had a variation of this turbo called 2835"R" only is this case it meant the larger 90 trim version of the cropped GT30 turbine . The rest of the "2835's" inc the Pro S version use the 84 trim version of the cropped GT30 turbine . From what I can tell the cropped GT30 turbine was originally a special made for HKS by Garrett though nowdays since these HKS spec cartridges have been around so long anyone can buy them and some of Garrett's range have them standard ie the cropped versions of Garrett's GT3071R's . I don't have any inside info on the GTX compressor wheels but I can point out a few obvious points on the GTX3071R . Firstly the pics show the compressor housing to be the port shrouded version of Garrett's T04E housing family AFAIK originally used on the HKS spec GT3037S . In time Garrett sold this turbo themselves as the GT3076R and apart from the turbine housing the only difference was the lack of the bolt in bell mouthed air inlet . GTX compressor wise Garrett's blurb mentions that they have 11 full height blades which differs from the 71mm GT wheel which has 12 blades all up , 6 full height and 6 lower or splitter blades . Also note that the GTX3071R and GT3076R use 58 trim compressors and both have port shrouded compressor housings , I think the GTX3582R may be the same deal though using a larger T04S 0.70 A/R port shrouded comp housing . So all port shrouded with one less and all full height compressor blades and in 58 trim . The compressor maps look very interesting but as always the proof is what these turbos can deliver in the real world . My "spin" so far , cheers A .

I think the bottom line is that an R32 GTST with an RB20DET is a better car than an S13 with an SR20DET . I believe the curb weight is similar but the Skyline is a much better package by comparison . The other advantage is that so many parts bolt/plug into the Skyline so works out cheaper in the long run . The woes with the RB S13 start with a huge weight injection up front and move to inadequate space to fit a proper cooling system . For the 101 th time I cannot understand why people don't follow what Nissan did with S13/14 and fit a KA24 16v twin cam four cylinder like in USDM 240SX's . All the gear is available in the US so manifolds etc are no problem . Big torquey four thats factory engineered to work in the S13/14 platform . I think the RB S13 idea germinated years ago when CA based S13's were cheap cars and RB20DETs were also cheap and plentiful . If I really had to have an RB in an S13 it would be an RB25DET because everything about them is better (IMO) . It could sort of "balance" out because the chronic understeer at the front and lack of traction at the rear at least means its lack all round . I guess all I can say that is good about the idea is that if you can drive well drift style you may be able to work some advantage if you can rotate the car about its center of mass because its just so far forward compared to most things . The original Audi Quatro was a very front heavy car and actually worse in the later shortened Sport version , at least being AWD they got the power to the ground though watching Walter Rohl pivoting the 500+ Hp around such a front heavy car is an eye opener . Grab a copy of "Too Fast to Race" and note how the Group B Quartos were driven and how the smaller/lighter/more nimble 205 T16s later carved them up . Poor weight distribution has killed the effectiveness of so many cars and theres basically no fix for it . Sorry to be negative but its the reality of the thing . A .

Yes bang for buck with this 2835 KAI could be OK . Provided HKS have just machined out their "T3" flanged 0.64 A/R GT28 turbine housing this opens up a few more doors if say you have a T3 flanged GTRS . If think about it the GTRS already has a port shrouded comp housing on the cold side and it wouldn't be terribly hard to get a cropped GT30 turbine fitted to its cartridge . Again provided the KAI uses the same turbine housing as a GTRS should be able to be machined out for the larger cropped GT30 turbine and you end up with a 2835 KAI but with a 52 trim 71.1mm compressor . I'll have to check some pics and specs because there is a remote possibility that the basic comp housing used on the 2835KAI is same/similar to the GTRS . Simple effective upgrade for those wanting a tad more from a GTRS ? A bit less turbine inlet pressure anyway . A .

Hi , can I have the original format back please this looks weird . No offense but ... , A .

No its more of a pressure balance thing . What happens is the leading edges of the lower or splitter blades are just inside or below where the radial slot is located . When the pressure is higher in front of the splitter blades the full height blades bypass some air out through the slot purely because its the lower pressure or least path of resistance . At higher revs the engine can swallow more air so the pressure in front of the splitter blades decreases so the air previously being bypassed goes through the housing to the engine . The whole idea of port shrouded comp housings is to allow a larger compressor wheel or wheel trim to be used while avoiding compressor surge . The other thing is that it allows smaller A/R turbine housings so be used on biggish turbos and avoid compressor surge issues . A good example of a turbo most know of is the Garrett/HKS GT3076R/GT3037 56 trim . Turbine housings from HKS alone start a 0.61 A/R and go up to from memory 1.12 and Garrett's range from 0.63 to 1.06 A/R . I reckon you'd have a hard time avoiding surge with the 0.61 or the 0.63 housings given that the compressor is good for 500+ horsepower , people who've use both those housing never mention comp surge so the PS'd housings do work . A .

Yes I picked up on the turbine housing as well , can the owner of the GT2835KAI please check inside the mounting flanges inlet for a cast in A/R number . I hope I'm wrong but I suspect HKS may have bored out the T3 flanged 0.64 A/R GT28 turbine housing they use on RB spec 2530 GTSS and GTRS turbos . This would be a much cheaper option than supplying the unique GT Pro S turbine housing with its equally unique dump pipe . Will look into this , cheers A .

What I was inferring was to have two lines up to the engine bay but only a single one to the fuel rail . Imagine a "T" piece with the supply on one side and the hose to the rail on the other . The stem of the T could be plumbed into the regulator and returned from its discharge to the tank . The reg being not too far from the inlet manifold can still have a manifold pressure signal to reference off . The difference here is that none of the fuel from the rail can go anywhere except through the injectors and the supply will always be cooler in a hot engine bay . No recirculated engine/manifold conducted heat . Any boiled fuel vapor would pass quite quickly through injectors though I'd try to mount the reg lower than the rail to make it the highest part of the fuel system . A .