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What Holset For Standard Fj20


D-limo
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Hi Looking at a turbo upgrade for my standard late model (lower compression) FJ20. After checking current highflow at prices I've decided Holset is the go.

Firstly can someone explain how the T3 twin scroll exhaust housing fits onto the standard DR30 manifold? Does the standard open mouthed manifold flange just pump ex gasses straight into the split ports of the housing?

And is the standard actuator fine to run by itself or will I gain anything using a quality bleed valve? (GFB)

What versions of the HX30 HX30/40 HX40 series should I be looking at?

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There is no point using a twin scroll turbo on a standard manifold as it would be laggy as hell. If ur on a small budget do what Scotty said snd contact hypergear on this forum, he will help u out with something to suit ur needs!

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FJ20ETs never had a twin scroll turbo standard , they used a small turbine series T3 in Nissan housings . Also the later DR30 RSXs had the higher compression pistons and the SMIC not the early ones . The later intercooled ones also had a slightly smaller 0.48 AR turbine housing in place of the earlier non intercooledand lower CR version 0.63 AR turbine housing .

Also there were two versions of the DR30 FJ20ET inlet manifold , the later one tapered down faster towards the back reducing the plenum volume which you'd think may make them pick up a little sooner than the early ones . I think I still have a few of my old FJ manifolds in the cave including the rare Gazelle FJ turbo ones .

My time with these engines was before Garrett sold integral waste gate T3 flanged GT30 turbine housings and in those days I always wanted a GT3076R/GT3037 but without the external waste gate .

If I had my time over I'd have a manifold made to suit the Evo Tens turbo mounting flange because Garrett make a bolt on GT3076R turbo for the and its turbine housing is twin scroll with twin integral waste gates , you even get a choice of 0.73 or 0.94 AR . With the generic GT3076Rs compressor housing it could make an effective if pricey hot side for an FJ20ET .

Lastly back to the CR business . FJs came from that ugly early 80's era where every know it all claimed you had to have a piss weak CR to avoid detonation with turbochargers . Most other engines of the day had pretty agricultural two valve combustion chambers and the manufacturers were too cheap to fit even small intercoolers ie Z18 Bluebirds 280ZX Turbos and even VL Turbos . The FJ20 was probably the first of Nissans production twin cam four valve heads with pent roof combustion chambers and these were a big leap ahead of any four or six pot L Series engine .

Off the top of my head the early FJ ET made about 147 Kw and the later RSX intercooled one approx 194 .

Both my FJs used the later higher (9ish) CR pistons and neither were really detonation prone .

A .

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Disco really happy you are still kicking around the traps. Sorry brain fart re CR I've owned 5 fj's myself thanks for the info you posted. Early and late fj's had a 142kw 151kw respectively I believe with power mainly gained through the piddly intercooler and an extra 1-2 psi. Also quite sure was the first Japanese production 4 valve per cylinder head period. enough history lessons I think :P

I have two options atm. Modify an R34 GT-T Intercooler I have in possession to fit in standard location and bump boost up to 13psi on the sock turbo with its power chocking wastegate setup and be happy I'm retaining a stock looking engine bay.

But I've been offered a Japanese DR30 return flow cooler kit in exchange for a couple unwanted parts.

So this is why the topic title has been asked. I'm at this stage not interested in a high flow when I can get a hold of a Genuine Holset for the same money which have been proven to work well in many street applications if the right specs are chosen.

Edited by D-limo
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Yes I think the head or valve train anyway was loosely based on the Formula Pacific competition only L Series head .

Personally I'd be wary of diesel based turbos for a two litre four banger , often they have big bulky housings and need external gates .

A real GT3076R would be interesting on an FJ20 and is probably as compact as a nearky 300 Kw turbo gets to be , using a IW one should be straightforward on a DR30 exhaust manifold .

A .

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