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Used Turbo Info - Part One

Cheap hairdryers from the wrecker

By Michael Knowling

Click on pics to view larger images

At a glance...

  • First of two-part series
  • The specs of Japanese-import turbochargers
  • Value buying
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Second-hand Japanese turbochargers are a great way to add power to an engine. It doesn’t matter if you’ve got an atmo engine you want to boost or you want to step up to a bigger huffer on your factory turbomotor - second-hand Japanese turbos are extremely cost-effective.

But what range of turbos is available, you ask?

Well, here we scour a local import wrecker and uncover everything from a tiny Kei-class turbo to a big Toyota ‘charger capable of 206kW in factory guise. And don’t think you’re limited to an engine output of around 206kW. There’s nothing to stop you installing multiple turbos to an engine – a pair of those 206kW Toyotaturbos would be ideal to turbocharge a big-cube V8 to around 450kW!

In this two-part series we give you the specs of thirteen Japanese-import turbochargers. Let’s go!

Meet the Turbos...

IHI RHB31

The smallest turbocharger we’ve seen fitted to a production engine is the IHI RHB31. This turbo is used on various Japanese Kei-class cars including Suzuki and Daihatsu.

We’re told this particular turbocharger comes from a Suzuki 660cc engine which, like all Kei-class engines, is limited to 47kW. Experience tells us this turbo can be wound up to more than 1.0 Bar of boost and about 75kW – but don’t expect it to last very long. These very small turbos aren’t particularly durable, despite having a water-cooled core.

The compressor inlet of this little ‘un is less than 30mm and the discharge nozzle measures 26mm diameter. A 2-bolt flange is used at the compressor inlet and discharge nozzle – there are no slip-over hose joints. The turbine wheel is fed exhaust gasses through a 24mm diameter passage in the triangular mounting flange. Three bolts attach the turbine to the exhaust manifold and four bolts connect the dump pipe.

The extremely compact dimensions of this turbocharger allow it to be mounted in very tight spaces. If you’re keen, you could probably squeeze a pair of these turbos under the bonnet of a N12 Nissan Pulsar/EXA turbo. Alternatively, you might have a small-to-medium size motorcycle you want to turbocharge...

IHI RHB5 VJ11

Another IHI manufactured turbocharger is the RHB5 VJ11, as fitted to the Mazda F2 2.2 litre engine. This engine is employed in the Mazda MX-6/626 and the Ford TX-5 cousin.

Despite displacing a considerable 2.2 litres, the F2 engine has a relatively low power output of 108kW. Not surprisingly, the F2’s turbocharger is quite small in comparison to other engines of similar capacity. We suggest the effective limit of this turbocharger is about 140kW.

The IHI RHB5 VJ11 draws induction air through a 45mm compressor inlet and blows it out through a 43mm discharge nozzle. A slip-over hose joint is used at each side of the compressor. Exhaust gasses enter the 44mm turbine passage and the 4-bolt mounting flange measures 74mm square. The dump pipe is a 5 bolter.

Note that the IHI RHB5 turbo is factory fitted to various engines and there are several subtle variations. These variations might come in handy if you want to mix and match IHI parts to create a unique compressor/turbine combo.

IHI RHF5 VJ26

We’re not 100 percent sure on the origin of this turbo but it appears to be from the Japanese-market Mazda Familia GT-R (essentially a STi or Evo equivalent of the Mazda’s Familia AWD turbo). The turbocharger is identified as an IHI RHF5 VJ26.

In factory form, the Familia GT-R’s 1.8 litre engine is rated at 154kW and the turbocharger is sized to give rally teams scope for more power. Two-hundred kilowatts is reliably within reach of this turbocharger. Note that the core features a ball bearing for enhanced boost response and strength. The core is also water-cooled.

The RHF5 VJ26’s compressor inlet is 45mm diameter and the discharge nozzle is 43mm (the same as the above RHB5 VJ11). We were unable to measure the diameter of the turbine passage because the exhaust manifold was still attached but we can tell you the 4-bolt flange is 74mm square. Note that this flange appears identical to the RHB5 turbo sampled above. The dump pipe also needs 4 bolts.

This is a great, medium-size roller bearing turbocharger. It’s a pity there aren’t many around.

Nissan/Garrett RB25DET (T3 style)

The Garrett T3-based turbocharger from Nissan’s RB25DET engine is one of the biggest OE Japanese turbos you can buy. They’re also relatively easy to find because they’re factory fitment to the ever-popular R33 Skyline GTS25T.

One of the biggest attractions of this turbo is its sophisticated design – it uses a water-cooled core with a roller bearing, ceramic turbine and lightweight compressor. These factors contribute to a very fast spool-up time.

In standard form, the RB25DET engine generates 187kW and we have seen the standard turbo pushed to around 250kW in some applications. At this output, however, the ceramic turbine is likely to fail – especially when held at high load for extended durations.

The RB25DET turbocharger employs a 60mm compressor inlet and a 38mm discharge nozzle. The compressor housing is identified with a 0.40 A/R. On the exhaust side, the turbine inlet passage is 65 x 45mm and the mounting flange measures 110 x 70mm. The turbo connects to the exhaust manifold with 4 bolts and the dump pipe is attached by 6 bolts.

This is a great turbo for any engine making less than 250kW.

Nissan/Garrett VG30DET (T3 style)

In Japan during the early ‘90s, Nissan offered a range of large luxury sedans powered by a single turbo version of the VG30 quad-cam V6 (aka VG30DET). These vehicles include the Leopard, Laurel and Cima.

The VG30DET uses a large-frame T3-style turbocharger, similar to the unit on the RB25DET. Factory output for the VG30DET is 187kW. Power can be increased to more than 200kW but – like the RB25DET turbo - its ceramic turbine wheel can fail under duress. The core uses only a conventional bearing but it does feature water cooling.

The compressor inlet to this turbocharger measures 60mm diameter at its mouth. The compressor outlet uses a 3-bolt flange arrangement but we were unable to measure the nozzle diameter. However, if the RB25DET turbocharger is anything to go by, we imagine the nozzle diameter is around 38mm. The turbine is fed through a 65 x 45mm passage with a 110 x 70mm mounting flange. This is identical to the RB25DET. Four bolts join the turbo to the exhaust manifold and 5 bolts connect the dump pipe.

These often-overlooked turbos are very similar to the RB25DET turbocharger. It is rumoured that late-model versions of the VG30DET turbocharger use a ball bearing centre.

Nissan/Garrett RB26DETT (T28 style)

The Skyline GT-R engine uses a pair of T28 turbochargers to achieve its 206kW claimed output.

Just one of these turbochargers can be employed on engines making about 120kW, so long as the ceramic turbine isn’t pushed beyond its limits. A single R32 GT-R turbo is ideal for, say, a 1.5 litre four cylinder with a few breathing mods.

The GT-R compressor inlet is 53mm diameter but, again, we were unable to measure the discharge nozzle diameter. The compressor is marked with a 0.48 A/R ratio. On the opposite side, the GT-R turbo uses a 38 x 50mm turbine passage and a 63 x 93mm mounting flange. The turbine housing is also marked with a 0.54 A/R. The mounting flange and dump pipe are 4-bolters.

Note that this turbocharger uses the same turbine mounting flange as the S14/S15 200SX, Pulsar GTi-R and various other Nissan turbos. This makes conversions easy.

Nissan/Garrett T2

One of the first turbocars to appear in Australiais the Nissan Pulsar/EXA turbo.

Using a new generation ‘small frame’ Garrett T2 turbocharger, the E15ET engine is factory rated at up to 86kW (in Australian guise). These turbos are comfortable at well over standard boost (about 7 psi) and can capably be used for around 110kW in a street application. Push the envelope to about 120kW and its efficiency falls away dramatically. Note that early versions of this turbo (as photographed) are air-cooled, but later versions use a water-cooled core for improved durability.

The T2’s compressor inlet is 45mm diameter and the discharge nozzle is flared to 52mm at the slip-on hose connection. The compressor housing is also marked with a 0.48 A/R. Exhaust gas passes through a 50 x 39mm turbine passage and the mounting flange is 63 x 93mm. The turbine and dump pipe both connect with 4 bolt flanges.

Interestingly, the little T2 turbo uses the same turbine mounting flange as some larger T25 and T28 turbochargers. This means Skyline GT-R, S13/S14/S15 and Pulsar GTi-R turbos will bolt up to the same manifold.

T2 turbos are pretty easy to find and servicing parts are readily available. If you have the choice, go for the longer-lasting water-cooled version.

Stay tuned – in Part Two we’ll check out more of these wonderful second-hand Japanese turbos!

Contact:

Adelaide Japanese Dismantlers                           +61 8 8369 1156
www.adelaidejap.com.au

Correction

I started to read the article Used Turbo Info - Part One and there is one error that I noticed... The IHI VJ26 is a diesel turbo from an Isuzu 4x4 - the Mazda Familia 1.8 GTR uses a VJ23. Both are BB turbos but the exhaust AR is a lot bigger on the GTR turbo. The VJ26 is good for about 350hp (261kW) on a gas engine were the GTR turbo the VJ23 is good for about 420hp (313kW).

Jason King
Barbados

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