discopotato03

If you look on some of the Boards in the US people using Datalogit and Innovate stuff found out which USB cables with the electronics in one of the plugs works . Off the top of my head Sewell (sp ?) do one that is supposed to work . Honestly Lap Tops with serial ports are the way to go IMO and if you only use one for tuning cars they can be quite cheap for what they are through Ebay . I have a Dell Latitude D610 on the way through Ebay and minus postage will owe me 380 . Your call , cheers A .

http://www.xbitlabs.com/articles/cpu/displ...ntiumm-780.html This mob sounds like they know a bit about Intel CPU's , everything I read says that the Pentium M CPU was a development of the late/last P3's but with the early P4's quad pumped transport bus + SSE and some other minor blingies . The stack of cache , particularly in the later Dothan Pentium M family , was designed to carry more of the load reducing the power consumption and heat output of the CPU . The early desktop P4's are notoriously hot and hungry making them not so good in portable computers . The mobile Pentium 4 , P4M , was better but not as miserly as it could have been . Anyway everyone everywhere gives these Latitude 610s a big rap for being reliable and having good battery life , with two batteries it should be able to talk to the Datalogit for longer than this P4 POS can - which is about 2 minutes . Hi GT , still haven't got the head n cams in yet or the 740's because the always going to leave it alone daily has to have its "built" engine fitted first ... Don't have time/funds ATM to do anything turbo wise except fit an OP6 turbine housing , still should be interesting to see the results with what looks like a std 33 25 GTST . Cheers , A .

Hi all , I ended up with a cheapie 2nd hand P4 laptop with a serial port but I think I've found something better . A mate of mine is into this kind of laptop stuff and he leaned me towards Pentium M ECU based LT's because they were a dedicated mobile type processor and with lowish power consumption . I have a Dell Latitude D610 on the way with the 2 Ghz Pentium M ECU in it . These were the last Dell LT's in their range with this processor family , BTW Pentium M is apparently a souped up Pentium 3 with 2 meg of cache and they are supposed to be faster than their equivalent P4 frequency CPU ie 2Ghz Pentium M = 3.2 Ghz P4 - I think . For the upgraders Intell did a 2.13 and 2.26 Ghz Pentium M and this Dell Latitude 610 can take 2 gig of DDR2 533 memory . They come with a 60G hard drive and a DVD +/-R burner LAN modem and the facility for a 2nd battery . AND a serial port/parallel port , 4 USB2 . Mine has XP Pro and its system disc included and Pwr DVD . Will owe me 380 plus post , what do yas think cheers A .

What the port shrouded compressor covers do is make these GT3076R/GT3037S turbos a wider ranging unit . They cope better with smaller ratio turbine housings than a non port shrouded unit can . For example , HKS sold suitable turbine housings for these GT30 based turbos down to 0.61 A/R . That's whats needed to get a 500+ Hp capable turbocharger to spool up on say a CA18 or RB20 , these engines in basic street tune may or may not be able to swallow 500 Hp's worth of air and the port shrouded compressor cover helps cycle/recycle the extra air that the engine may not feel like using . I get the feeling that compressor covers/housings on these GT3071R/GT3076R/GT3082R/GT3582R turbos are a bit of a mystery family wise . Basically GT3071R's normally have a T04E family bell mouthed 0.50 A/R comp housing . GT3076R/GT3037's a T04E 0.60 A/R housing , PS'd on GT3076R and GT3037"S" and plain on GT3037 . GT30/T04S with the 7/14 blade compressor , 0.70 A/R T04S housing to match its T04S comp wheel . GT3040R/GT3082R , these also have the larger family T04S 0.70 A/R comp housing . GT3582R generic , as above the T04S 0.70 A/R housing . GT3582R-XR6T . This one's unique because Ford opted for a 0.50 A/R T04"E" comp cover basically like a GT3071R uses but with the small std non PS'd inlet boss . It also has a large ratio 1.06 A/R IW turbine housing on it . My guess is that Ford didn't want to pay anyone to develop a close matching turbocharger for the "250 Cu with an education" engine . So they opt for an off the shelf Garrett GT3582R cartridge and a big ratio turbine housing (which they did have developed here in Aus I'm told) and a small family and ratio comp housing for that 82mm GT40 compressor . They weren't looking for a lot of airflow or boost in the XR6T because it doesn't take heaps of either to make a 4L DOHC 24V engine feel torquey - in relation to their bitza V8 . So lowish pressure in the hot side of a soft .. tuned 4L 6 and a little extra wind in the cold side . Yes people do fit the larger T04S 0.70 A/R comp housing and adapter ring to original XR6 spec turbos though there is a direct fit comp housing from Garret that fits the XR6 variants T04E adapter ring - and has the 2" outlet like the std XR6 turbos housing - T04S is usually 4" in and 2.5" out . Ah I forgot to mention , how could I forget , that Garrett is now selling model specific GT3071R's and GT3076R's in twin scroll twin integral waste gate for for the current Mitsy Evolution 10 Lancers . Burger with the works meaning 0.73 or 0.94 A/R TS TIW (TWIG = twin waste gate internal gig) turbine housings and 0.60 A/R comp housings . Sadly they use the Mitsy mounting flange on that turbine housing but if you are up for a custom exhaust manifold .... A .

No the port shrouded compressor housing is not out of production , I've never ever seen a factory GT3076R with a non port shrouded 0.60 A/R large boss T04E compressor housing . I believe there was a version marketed by HKS that had a std sized T04E 0.60 A/R comp housing and off the top of my head the inlet barb was 2.75" rather than 4" like the port shrouded one . I think confusion arises because the GT30/T04S version of these turbos uses a 0.70 A/R T04S comp housing - like a GT3582R has . These housings have the large non port shrouded bell mouthed inlet bosses . As always , check the turbos ID tag . If it doesn't say 700177-7 or -6 it ain't a real GT3076R with the GT37 series compressor wheel . The "37" in GT3037 is what makes it a real GT3076R . Clear as mud I know , in the old numbering system 30 and 37 meant GT30 turbine with GT37 series comp wheel . With the current system 30 and 76 means GT30 turbine with 76mm diameter compressor . Trouble is that some T04S comp wheels are 3" or ~ 76mm OD as well . Long story short , count the number of compressor blades (6/12 or 7/14) and note the A/R number cast into the comp housing . 6/12 blades + 0.60 A/R generally means the real one along with the -7 or -6 CHRA prefix . 7/14 + 0.70 A/R usually means a GT30/T04S . If it has 6/12 blades and the larger 0.70 A/R comp cover with a -14 CHRA prefix it's most likely a GT3082R ( GT3040R in old speak) . A .

This is the real one . http://www.turbobygarrett.com/turbobygarre...R_700382_12.htm If them as says you can't get these insists look elswhere . Cheers A .

The turbines are a different profile in Hitachi (R34GTt) and Garrett GT28 NS111 (GTRS) . The Hitachi cartridge is bulkier than the Garrett one so I'm not sure if the Hitachi one could be made to fit a Garrett housing . Just for the record 0.64 A/R is the smaller of two housing sizes Garrett make for that GT28 turbine , the larger one is 0.86 A/R . HKS had their own turbine housings made but only in the 0.64 A/R size , Garrett don't do either in "T3" flange size . If anyone wants to sell one for sane money I'm looking for an OP6 Hitachi turbine housing/R34 turbo in good condition . BTW to make a Skyline spec GTRS turbo aside from the HKS turbine housing all you need is a Garrett GT2871R 52T cartridge and some machining mods to a T04B comp housing . Get a big snout one and convert it to a ported shroud inlet and thats about it . I have uses for the T3 flanged HKS turbine housing and a Hitachi OP6 one ATM . Trying not to be greedy , cheers A .

Out of my league with big cams but what is being done with valve sizes , is it worth investigating oversize valves and slightly less aggressive cam profiles in RB26 heads ? Just curious , cheers A .

Good article that one , pretty much explains the differences advantages/disadvantages of both systems . In the last section backpressure into TS/SS turbos is a crude term to use , exhaust gas pressure is a bit more informative to the wide audience these magazines get IMO . Note that the "Minis" turbo is not huge and many of the OEM Mitsy and IHI turbos used on TS EJ's aren't either . They are all about making lots of torque without lots of hot side restriction in front wheel drive based cars . Evolutionm.net punters are just getting stuck into the Garrett bolt on TS GT3076R for Evo 10's , the results should be real good once they get around the hurdles of tinkering with late model cars . As I keep saying twin scroll twin integral gate turbine housings is what makes a proper TS system a practical reality in a road car . The above mentioned GT3076R is probably the first aftermarket one and if it's a run away success we may see more as the petrol head world wakes up to their potential . I'm pleased that the article made mention of exhaust gas temperature meaning emissions - NOx . Fuel consumption can be improved through "cleaner" mixtures but its also a tuning/state of tune issue . Its these things that stand a good chance of getting major manufacturers attention in this day and age . Interesting times , cheers A .

On the turbos center section there will be an ID tag , one of the part numbers will read something like 700177-xx . Post this number and I'll tell you what it is . A .

The compressor housing is def VLT T3 , I have one and it's native wheel here on the desk . Yes VL T3's were water cooled where Z18ET and FJ20ET were not . If you look closely on that turbine housing it should have 0.63 cast into it possibly on the cartridge side of the mounting flange . The difference between FJ20 and RB30 0.63 A/R Nissan housings was the oxygen sensor location , on FJ's its on the turbine housing and from memory RB30ET's had them on the dump pipe . That turbine doesn't look right but then again its a l o n g time since I've looked at those Nissan/Garrett T3's . For the record the cartridge is Garrett and the housings were supplied by Nissan to suit the particular application . Cheers A .

I'm curious as to what compression ratio your 25/30 runs . Also people don't seem to get much joy from those 264 HKS exhaust cams from what I read . How did you end up with a 256 Tomei inlet cam and a HKS 264 exhaust cam ? You'll probably find that the extended exhaust valve timing means more overlap and that never helps bottom end torque - particularly if the compression ratio is a little low . I'm inclined to think that the matching 256 exhaust cam would make your engine feel more torquey/grunty in most instances . I agree with some people here about changing your computer , I'd be trying to find out whats causing the lack of performance because if its not computer related changing it won't gain anything in the area your concerned about . Your calls but I would be chasing killer torque rather than a Kw figure from an engine like that , torque means fast exciting and dramatic if that's your thing . A Kw number is just that - a number based on revs . Just my 2c , cheers A .

The way I see it there can be the ability to advance the ignition timing as far as will do any good , going beyond that is pointless . I've no idea of the requirements of Rotaries , very different concept to four stroke piston engines . A .

Group C Bluebird 910's were fragile things , they spat turbo after turbo and often ended up on the side of the track DNFing . They may have looked wild in their day with the flares and big (for then wheels) but look at what they went up against - carburetted bat mobiles . As for the Z18ET , horrible Naps Z cross flow cylinder heads with real low ports and tight small radius bends in the ports . Emissions rubbish and probably would have been better off with the designed for the engine family L series head . Purely from a mechanical perspective the CA18DET engines are the easiest turbo conversions into Bluebirds because the series 3 had a carburetted CA20 in it so the gearbox bell housings are dimensionally the same . Also you'd use an S3 crossmember because from memory the inlet side engine mounting bracket etc goes bolt . Need a bit of fab on the turbo side I think . Twin cam CA18 much more modern unit than a Z18 . Nah I couldn't even contemplate another ADM Bluebird , reasonable R32 GTST's can't be that dear to buy . A .

Full Races Geoff Raicer mentioned a while back that those GT3788R's are not that good , probably the same not enough turbine for the compressor or too much compressor for the turbine depending on which way you read it . The BB GT4088R's (these are petrol spec BTW) are supposed to be very good provided they are not too big for the application . Sadly there is not really a slightly smaller equivalent and shrinking the turbine does not achieve the same thing . Garrett have a diesel spec GT3782R (same comp as GT3582R) with the diseasel spec turbine - HP not UHP . Maybe one to ponder is the plain bearing GT4082 , these would have potential if Garrett produced them with a petrol spec turbine and a BB center section . Still GT40 but smaller trim turbine and 82mm GT40 compressor . I think a well sorted 26 head on an RB30 bottom could possibly use a GT4088R . Cheers A .

I believe the truth of the matter is that the turbines in Garrett GT3071R's are GT30 std or modified so either way a GT30 UHP turbine . Turbines and turbine housings are designed to be a matching set and to work together as a set just like a wheel and a tyre . The issue here is that years ago HKS wanted to use the modified or cropped GT30 UHP turbines in GT25/GT28 sized turbine housings (in some apps) and the results were never brilliant . Personally I think it was a case of the bean counters overruling functionality in favour of price . My bottom line is that if I want a GT30 based turbine to function properly I have to use it in a GT30 based turbine housing - end of story . If I wanted to compromise the turbos and engines potential I wasn't serious to start with . AFAIK the only decent "T3" flanged turbine housings for the cropped GT30 UHP turbines are the HKS ones in waste-gated GT Pro S form . They also do ones for the std GT30 UHP turbines and are intended for GT3037 Pro S turbos . Garrett could make them by profile machining their GT30 IW ones to suit but haven't yet so far as I know . At the end of the day the Skyline type turbine housing is a convenient way to bolt a housing/turbo to the existing manifold and dump pipe flanges , no one ever said it was the best way to make a GT30 based turbo work properly . I think the fact that HKS went to the lengths they did to end up with those GT Pro turbine housings should tell us something , they went a long way away from the Nissan style wastegate and dump system because it obviously couldn't deliver at higher outputs - or with a GT30/based turbocharger . What you have to ask yourself is do you want it merely to fit together cheaply and easily or do you want it to function properly as a package . Your calls , A .

Always something to learn , so the Fords have a std turbo feed filter do they or is it aftermarket ones that trap crud and block up ? I probably shouldn't ask buy why do the Ford engines have crud in them to start with or is that self explanatory . Also does anyone have a pic of the Peterson -4 filter . Cheers A .

Bluebirds are an abomination , been there with a DR30RS in the form of a Bluebird . Cheap R32 much better thing , all the goodies bolt on plug in without major feats of re engineering . To do the things mentioned above are not economically feasible when you can buy a car that bolts to the RB25 - and it will handle and stop when its complete . My advise is don't go there , over to you .

As far as I'm concerned a bit of light load running just to get a working surface on the crankshaft bearings and cam lobes is all the babying any engine needs . The loading up process (IMO) is about getting combustion gas pressure behind the compression rings which pushes them out harder against the newly honed cylinder walls . Its a pity most Skylines don't have a tow-bar because if you could hang another thousand kilos off it the run in/load up process would be easier ! There is a bloody steep hill that rises up the Illawarra escarpment from north of the gong (Wollongong) which would make a great run in road - Bulli Pass is it ? Cheers A .

Well that compressor and turbine map mean zip now that the cartridge is in not std housings - for the wheels . I don't know why they didn't just offer you a real GT3071R IW (700177-5023 cartridge) and tell you to buy/make a dump pipe . You are going to have to source non std oil and water plumbing anyway so what they sold you isn't going to be that much easier to get up and running . A . Late edit , count your compressor blades because GT3071Rs all use the same compressor wheel and it isn't 7/14 bladed . Have a look for the cartridge number on the turbos ID tag , it should say 700177-xx . The "-xx" numbers will tell the story .

I thought "Dyno Dave" , in Sydney somewhere , was approved by HKS to tune FCon computers ? No I don't know where , cheers A .

Just a bit more food for thought , the milder cams could be a good first try and if they're not enough I don't think they would be hard to turn back into money . If however the higher spec cams were a bit over the top you can't easily tone them down plus if the word got out they may be harder to sell . I know its money and inconvenience but you only have to do the head once and then suitable bolt ons keep making a better thing better . I believe its one of those hard to go backwards mods provided its done properly . A .

I think I remember reading somewhere (was a while ago) that there were different requirements for storing E85 in quantity , meaning the underground servo tanks/reservoirs . It may have had something to do with preventing water or water vapour contaminating the high ethanol content fuel . So its quite possible that the cost of setting up for E85 goes beyond the pump and hose . A .

This is just the way I see it and I'm happy to be corrected . Mild aftermarket cams seek to make for a bit better cylinder filling by opening and closing the valves earlier and later and adding a bit more valve lift within the reliable limits of the std valve train . Significantly longer duration cams are really aimed at engines that don't spend any time at lowish (round town) revs or when choppy running is of no consequence - like a race engine . Real race cars usually have close ratio gearboxes so when taken up to dizzy revs they don't "fall off" the cams because the rev drop between gears is a lot less . I think the main (mechanical) advantage R34 spec RB25DETs have is that nice "solid" bucket setup and can get away with a little more valve lift than the hydraulic R33 system . If you looked closely at the mild R34 Neo Poncams they have a little less duration than the R33 ones and a bit more lift . This is a better way to fill the cylinders and make torque without needing big revs IMO . Something else worth thinking about is the compression ratio and how its affects low down poke with aftermarket cams . In the NA world is very important to raise the CR with big cams because all else being equal thats the only way to not lose all the lower end squirt . You mentioned that you don't want to go inside the head which is a pity because it leaves you with the std porting/valve sizes/compression ratio . That's fine because not everyone wants go there but we need to remember that you can only go so far with external bolt ons before the state of tune gets a little cranky and then it's not a nice thing to cruise around in . IMO part time cars that don't drive nicely get driven less often . Sorry this is going so far off the track but the engine spec I'm following lost boost pressure when the modified head went on but made more grunt everywhere . Basically if it was a choice of head or cams I'd do the head every time , looks std with factory reliability and allows good power with less extreme bolt ons/state of tune . In a std engine my vote goes to the milder 252/9.15 (?) cams , how it goes on the road is more important IMO than a dyno print out number . Butt dyno is the hardest one to impress overall , cheers A .

Silva I did a bit of digging around last year and PMd a few people in the US that have genuine HKS GTSS turbos (RB26 spec ones , there is an SR 20 spec one as well which is different) . The cartridge (center section and both wheels) has the same part number as the 707160-9 turbo and I think from memory the housings are the same as well . Usually HKS only has unique model specific turbine and or compressor housings made if there isn't a Garrett one available to do the job . I'm told the situation is that if HKS get Garrett to develop a unique turbo (or cartridge) combination for a specific purpose HKS has the rights to it for around 6 years . Then it's open slather and Garrett can sell it through their on distributors if they like . If you want to go through the process ask someone who has RB26 HKS GTSS turbos to pass on the turbos ID tag numbers , then compare these with the Garrett 707160-9 turbos ID details . I'm pretty sure they are one and the same thing but please double check , I'd hate to see you buy the wrong thing because of my fallible memory . Cheers A .