So not happy at all with the stock twin turbos on the GTR, not getting to 13psi until after rpm and limited to psi. Was watching a video on youtube twins vs single where they compare some -7's to a GTXr and found the gtx own out in all areas Now going off the Dyno graph they only show road speed but knowing the ratios can see boost is on about rpm and makes abit over rwhp So this is about as laggy as the current setup but much better power They are using a 1.
How much earlier would you expect the boost curve to be and how much less power if I used to a. From my own experience you simply aren't going to get an RB26 to see full boost by rpm with anything resembling a worthwhile turbo combination.
If you go with the GTX I wouldn't consider the 0. For comparison I've gone from a 0. Typically the difference between the 0. I think one of the key aspects of the RB26 is its ability to rev, with a factory redline of rpm.
If you can reach full boost by rpm or thereabouts and the rev limit isthis gives you a pretty wide useable power band. Here is a graph comparing my R33 with stock turbo and Nistune with 14psi and my R32 GTR with stock twins and boost turned up to 13psi Nistune.
You can see the 33 makes more power all the way up to rpm, boost is up by rpm. The GTR is my new daily to replace the 33 but was quite dissapointed really The 33 feels alot faster and alot more responsive.
I would be happy with a turbo maybe not much bigger then the 33 stock turbo but could handle psi and made power to rpm, even if it only made rwhp.BIG TWIN HKS Skyline tune and SHAH DID WHAT?!
Would Cam gears tuned to down low power be quite beneficial for this also? Attachments may only be downloaded by paid Gold members. Read more about becoming a Gold member here. The GTR will be journal bearing old T25ish things. So in this comparison the "lazy" thing ultimately comes down to the fact you are comparing dyno plots of two cars focussed on different things. The GTR is also a fair bit heavier car with the same size engine - it's honestly a pretty weird car to buy for commuting tbh, they have a small for it's weight old school engine with a setup known to be at its best between rpm.
What fuel are you going to be running the car on? The only sensible options I can think of for what you seem to want are all single turbo - though it all comes down to what you want to spend. They will all do over hp crank on pump gas and substantially outspool the stock turbos but NONE of them will match the stock R33 for spool from the basement and again you just won't get that Don't ever expect the RB26 to push a ish kg 4wd car hard under rpm though, especially on pump gas.
I'd not recommend any smaller turbo than those ones for that motor, if they aren't going to do what you need it's time for more stroke or a different car for daily duties. Hey Lith, it's a Journal bearing turbo on the gts, I believe the GTR turbos are basically the same with ceramic exhaust wheels. Both turbos are limited to about 14psi before they fall apart due to the ceramic wheelsWelcome to SAU Community, like most online communities you must register to view or post in our community, but don't worry this is a simple free process that requires minimal information for you to signup.
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Can any one help with which way to go on this? The car will be driven weekends and see track days and drag strip runs. I vote for 's for circuit work on an RB From what i've heard, if you want more than rwkw then probably best to go for a custom single Both single and a set of twins can be made to work well. BUt that should get the ball rolling with a bit of luck. As far as engine management i was going to go for a apexi fc. I read on one post the guy was having a lot of problems getting it to work once he plugged in the optional boost controller?
Seriously, if you know of someone doing them cheaper can you let me know? I understand what everyone is saying about twins probably being more responsive, but i decided to go the single for the following reasons:. When i pulled the engine out and saw all the spaghetti style water and oil lines going to the two turbos, i thought it looked a bit messy for someone who anal about a clean engine bay.
When you go single, you can get rid of all the shit that goes around the back of the engine to the plenum. I dont know about you, but i love the look of a polished big single high mount. Having said this, my car will only be driven about twice a week and at the odd wednesday night Eastern Creek drags; im not that interested in circuit work. Also, i wanted to have an external wastegate; i love the sound. I think at the end of the day, youve got to figure out what you really want to do with the car.
Ive always wanted a big single, so im goin a big single! But ive also had a car with a mismatched single turbo where the boost threshold was way too high and that sucked. For track work and near standard drivability - s or similar. A GT with a 1.
Im going the GT with the 0. I dont really care about maximum power, i just want low boost threshold and torque.
Im trying to get the best of both worlds. Ill let you know how it goes! Id figure out how much it will cost then double it. Theres always something thats blows your budget. I think a matched single works quite well. Jade Fishers r33 gtr single t ran See you at Motorplex.
By Jackabo Started 11 minutes ago. By NeoCef Started 9 hours ago. By BSpilner Started 19 hours ago.Although the Skyline GT-R comes equipped from the factory with twin turbochargers, Full-Race offers both single-turbo and twin-turbocharged solutions to suit the needs of everyone from the weekend road racer and time attack racer to drag racing demons. Full-Race offers both single scroll and twin scroll turbochargers from brands like Garrett and BorgWarner.
Sign me up for the newsletter! Showing 1—30 of 42 results Default sorting Sort by popularity Sort by average rating Sort by latest Sort by price: low to high Sort by price: high to low. Search for:.Our turbocharger offerings for the R32, R33, and R34 Nissan Skyline GT-R is something we've been working on and testing in multiple iterations for the better part of 3 years, and we are pleased to finally be able to launch this product line.
Dyno results and feedback have been very positive, and this was one niche we knew was worth the continued effort. Whether it is a responsive T25 based bolt-on twin turbo kit, or a motorsports-grade single turbo system, we feel we can provide unmatched performance for your GT-R. Beyond the horsepower range of the OEM turbine housings and manifold design, lies the requirement for a tubular manifold.
Your turbocharger of choice can be selected, to suit power output from BHP. Careful consideration for runner length, collector design, orientation, wastegate placement, and turbine flow characteristics ensure optimal performance.
ALL our RB exhaust manifolds are equal length, delivering an enjoyable exhaust sound and even exhaust pulse delivery. Our Twin-scroll RB manifold utilizes a unique arrangement for both merge collectors, allowing for significantly shorter runner length and lower pre-turbine volume than other equal length manifolds.
This results in the best match for mid-frame twin-scroll T4 turbines, with fantastic torque and "Area under the curve".
We have compressor and turbine maps available for all our RB offerings, and can help with advanced compressor and turbine matching to any unique application. All of our turbocharger kits are built to order for your exact requirements and specifications and our current lead time is 4 weeks. Please email info spectrummotorsportssolutions.
All prices are listed in USD. Please email directly for inquiries and invoicing in CAD. Close search. Turbochargers expand. Previous slide Next slide. Add to cart. Please contact us if you are looking to match a turbocharger that is not listed.While you may be among the two-percent that have the best response turbocharger and turbo manifold for your engine combination, chances are that your current turbo and exhaust manifold do not feature all of the latest performance technologies.
Ball-bearing center sections, bleeding-edge compressor and turbine wheel designs and surge-resistant compressor covers are just a few of the newer technologies that are allowing big-power turbos to have improved boost response.
While exotic turbine materials, improved ball-bearing designs and new compressor make headlines, a twin scroll a. In the early days of performance turbocharging, carburetors and non-computerized ignition systems were the norm.
These low-tech devices never allowed the optimization of fuel delivery and ignition timing. Instead, simply getting an engine to survive a trip into boost was an accomplishment. In those days, a great tune was something that allowed your engine to not melt down at 8psi of boost.
Instead, it was more of a forgotten technology that is quickly becoming the norm for all OEM applications and record-setting racecars. Both OEM and aftermarket engine management systems allow the fuel, boost and ignition curves to be optimized under a variety of load and throttle conditions.
When selecting an upgraded turbocharger or complete new turbocharger system, the question of single- or twin-scroll must be answered.
The advantages from a twin-scroll turbocharger system read like a list of promises from a medicinal tonic of the s. Twin-scroll turbochargers promise to increase low-end torque, improve boost response, raise power throughout the powerband, maximize turbine efficiency, reduce engine pumping losses, improve fuel economy, decrease intake charge dilution during valve overlap and lower exhaust gas temperatures.
Unlike those tonics that were mostly grain alcohol, a properly-designed twin-scroll turbocharger system can live up to all of its claims. A twin-scroll turbocharger system requires a divided-inlet turbine housing AND a properly-designed exhaust manifold that pairs the correct cylinders to direct flow into each scroll independently.
On a 4-cylinder application, the cylinder that fires first and the cylinder that fires third will be teamed on one scroll. The cylinders that fire second and fourth will combine on the second scroll. Nearly all 4-cylinder engines have a firing order. For a twin-scroll application, cylinder 1 and 4 would have exhaust directly to one scroll while cylinders 2 and 3 would direct exhaust flow to the other.
Six-cylinder engines have the same requirement. The first, third and fifth cylinders to fire would be on one scroll while the second, fourth and sixth cylinders to fire would be on the second scroll. For an RB26 or 2JZ, the firing order is This means cylinder 1, 2 and 3 share one scroll while cylinders 4, 5 and 6 share the second scroll.
This makes turbo manifold construction simple on an inline-6 as the front three cylinders run into a single scroll while the three rearmost cylinders go into a second scroll.
In addition to pairing the correct cylinders, a well-engineered twin-scroll exhaust manifold should also have equal length runners with a like number of bends.
Proper matching of the dimensions and shape of the turbine flange on the manifold to the turbine inlet of the twin-scroll turbo is also important. For best performance with external wastegatestwo wastegates one per scroll are used instead of a Y-pipe on a twin-scroll system. The crankshaft must rotate degrees or two full rotations for every cylinder in the engine to experience all four cycles intake, compression, power and exhaust. This is true whether we are talking about a 4-cylinder or cylinder engine.
In a 4-cylinder engine, four cylinders will complete the cycle in degrees of crank rotation while 12 cylinders will complete all four cycles in the same degrees of crank rotation. With more cylinders, the amount of crankshaft rotation in degrees between the like cycles on each cylinder will be less.
Turbo Selection for R32 GTR
On a 4-cylinder, a power stroke occurs every degrees of crankshaft rotation in a different cylinder. The same is true for the intake, compression and exhaust strokes. On a 6-cylinder, more events need to happen during the same two crank revolutions. The result is that all like events between cylinders are spaced degrees. For an 8-cylinder, the spacing is 90 degrees, while a cylinder has a like event occurring in the next cylinder every 60 degrees. So why does the number of degrees between events matter?
If you have ever spent time around performance camshafts, you may remember the duration figures. Cams may sport an advertised duration between and degrees or more. If the exhaust events on our 4-cylinder are happening every degrees, there are total degrees that the exhaust valve will be open longer than the degrees it will take for the piston to rise from bottom dead center to top dead center during the exhaust stroke for that cylinder. While the 3 piston is still finishing its power stoke down the cylinder, the 3 exhaust valves will begin to open.I've been seriously considering switching the RB to a single.
I've been looking into the Garret GT30R There's tons of turbo's out there Any recommendations? I don't have the welding skills to handle that sort of job. I'm sure there are some reputable shops in SoCal that could do the work I'll have to look around.
I've heard enough bad things about the SSAutochrome units that I'm probably better off staying away from them.
Single Turbo vs. Twin Turbo: What is Best for Me?
I hear you on the SSautocrome one If converting to a single on an otherwise stock engine, you should be looking at the GT40 or Innovative GT The stock Nismo turbos will make as much power as the GT On the manifold, I'll look around and see what I can find. The bad thing is that all the manifolds out of Japan are stainless, which is crack prone due to carbide precip. The HKS ones are much better because they use a much heavier wall and all of the pipes are one piece, flange-to-flange.
I haven't had one crack yet, but it may eventually. Perhaps I'm confusing myself I thought the Nismo units were upgraded turbo's. I'm showing my lack of knowledge on the turbo subject here. As for the GT30 being a bit small I'm just getting into the turbo sizing game.
What power range will the GT40 put me in? Right now I don't really want anything more than What do the HKS units run? Do they come with a specific flange or can you order them with flanges for a particular turbo?
They come cast with walls thick as stock or thicker, really bulletproof. It comes in a number of flanges.
That's if you get the cast one or they also make stainless ones which are even more expensive. Call HKS for what you want and grab a part number. Let me know the part number and I can get you a price if you need.Post a Comment. Monday, August 13, Picking turbos for your RB There are many different options for turbos for a RB I'm not going to go over whether single or twin is better, from what I've read, they both have con's, they both have pro's, and in the end they seem to come out pretty even.
I'm staying twin on mine, for the simple fact of I have a 26 not a Not saying twin is better, that's my one and only reason. I'm going to go over three options, there are many more, but I feel these are the best for the specific modification level. I could go over all the options, but I'm writing a couple hundred word blog, not a page book. Stock The stock turbos aren't horrible, but they won't last for very long. The stock turbos have ceramic wheels, which allow them to boost faster, but really limits the amount of boost they can run.
Anything above. The stock turbos are good for to hp. If you plan on staying stock, or lightly modified, you don't need to replace the stock turbos. There are many cheaper bolt-on's that will had just as much if not more power. Getting the most power for your budget is the best way to go, and if you have a lower budget or lower goals, the stock's will be just fine. I believe these turbos are the best option for mid level modification.
These turbos are good for between and hp, and have a max boost of 1. They are an upgrade from stock, but still small enough to have little to no lag.
They aren't terrible expensive, but not something you want to replace unless you've maxed out the stock turbos. Also the power range of these fits perfectly with the max the pistons and rods can handle stock, about hp. A very good upgrade if this fits into your power goals. For extreme modifications, a pair of TD 20g turbos will take you a long way. They have a max power output of about hp, each.
They will have considerable lag, don't expect the boost before 5k or 6k RPM, but with the right head work you should be able to raise the stock limiter from 8k to 10k or 11k. These turbos will require quite a few engine mods to run them, but you should be happy with the end result. They should be able to handle 2 bar or more of boost no problem.
They aren't cheap either, expect to pay between and each, but with how much it will cost to support these that should be a drop in the bucket. Most important thing is to remember to pick a turbo that fits both your budget and power goals.
Also keep in mind there are options between these, especially from the to td Doing some research before you buy will save you money and a headache in the long run. No comments:. Subscribe to: Post Comments Atom.