Lithium

Awesome that will be interesting, what fuel and engine spec? That Precision turbo should have a big edge on potential for power advantage but may need to be pushed harder than 22psi to prove it's extra lag is worth it

Isn't the T62R a large frame turbo? I am surprised people questioned 8s on that unit

Sounds GT35R like, if you load it up from low rpm in 4th when does it get 18psi?

Yeah thought that would be the case, more or less - with a turbo etc that size on a stock displacement RB26 I can only imagine how much better it might go with a wider power band!

I personally prefer MAP sensors, and AFMs are worth money so I'd sell off AFMs every time haha. I've never actually tuned a car running an Extreme, unless you have specific reason to need one I personally wouldn't bother. Have got a car running with flexfuel, warning lights (for low oil pressure, shift light type things), oil pressure and AFR logging... off the top of my head. Which reminds me, PFC doesn't do datalogging that I am aware of - with the Link you can do ECU datalogging and have it enabled or disabled by a flick of a switch, then download later when you plug t into a PC. Very very convenient.

The brakes are just one of various things which will change things, though I suspect power delivery will be one of the biggest issues. I assume it isn't pulling big rpm

I assumed that the Link having those features meant the ViPEC would - perhaps it doesn't?! Go the Link plug-in, perhaps. I don't have the software here, but from memory the boost per gear on the Link was on the simpler side - basically allowing you to trim the numbers from the solenoid duty cycle table based on the gear you are in, going either up or down from the base numbers against which gear you are in. Launch control works fine, haven't tried traction control, none of the features I've wanted (and would have guessed you'd need) are not implemented on the Link.

The short of it is the flexibility and power of the G4 Link. A general summary of the things that (not that I have done with the PFC) I believe would potentially make you miss if you went the other way: - Link Electronic Boost control - multiple tables, very user definable closed loop rules, 2d tables, basically all sorts of stuff - I tried to do a few cool things with it and they've all worked a treat so far. - No MAF required. - 4/5D tables and Dual Tables (or 6D if you so desire) on ignition and fuel - and all fuel/ign tables have user definable axis so you can set up your own trims for varying situations, this really can be used for all sorts of stuff... you may not know until you hit the situations and again I have gone back to other ECUs and miss having the freedom of getting up to silly stuff. - Ability to enabled/disable "things" based off definable conditions - up to 3 conditions can be used for deciding stuff. A simple (and my first experience) regarding this would be tuning an R33 GTS25t with VCT, I tuned the entire map with VCT off then enabled another fuel/ignition table and used the first tables I had created as a base - turned VCT on and optimised the "new" tune for the car with VCT on. I set up VCT to turn on after a particular RPM and load and I set up the "VCT" tune to enable when VCT enabled. After the two tunes were optimised I could do dyno runs to find the optimal overlay point and just select it, then know the tune was dialled in perfectly for a nice smooth transition. Just an example, but it is nice - I like. - No brainer regarding flexfuel capability. Again, the above features are what make the flexfuel thing work well with G4 Links - its not JUST the fact that it can process the input from a Siemens sensor... it's what you can do with that data afterwards which is the bigger strength over a PFC - Support (will continuously get enhancements too) - Resolution - Launch control, E-Throttle Control, I'm sure there are other points of interest I can't think of off hand... Thats more or less the first stuff that comes to mind when asked about what I think about going between the two ECUs, anyway.

I'd be more inclined to question those figures than Powertune's - but you can't compare them straight up anyway, unless the VL also bogged, and was running 20" rims wearing low profile basic street tyres. 142mph in a full weight honest street spec GTR with a 2.6litre engine (with stock internals so probably not big rpm) is insane, anyone knocking the time or power figures really outta take stock for moment.

Got any dyno plots?

Stock intercooler? First thing I'd try is bring the boost right down to stock.... see if it goes away. If it does, then that would be a good start.

How much boost are you running, and with what mods? It sounds like it could be.... and if your car is that noisy then quite bad.

Anti-surge PT6262 should have something of a whistle to it as well

Not sure if you are talking about Oz, or in the world... but Manny Cruz in the States claimed ~950whp for the stock bottom end RB26 he had in his Sentra drag car back in 2005, lots of people called BS - though the car ran mid 7s at >170mph and there is no reason for him to have lied about the internals - DSport in the US also had an R33 GTR they were claiming ~800whp for a few years ago with twin RX6s on the stock motor IIRC.

Which turbine housing Simon? That is quite respectable, giving away little to the T67?

Not actually stressed at all, more bewildered at how much you expect to be provided with when clearly we all would like to see such testing. There is enough people out there who have tested EFR7670s on Subarus, Mitsubishis, Toyotas, Hondas etc to get a fairly good idea of how they are going to compare with competitor turbos in "all things being equal" situations. Enough so that better response and more power than a GT3076R is a safe bet.

Thanks for the lesson, never would have guessed. Sooner or later you are going to have to take a punt if you are going to try something new - the world isn't full of people testing the newest and until recently near-impossible things to acquire on every combination you can think of. If you want to know the exact result, buy a $400 China T3/T4 and stand away from the bonnet when it is on the dyno. If you want to see if someone here has tried it, do a search - odds are there will be bragging, especially if it is a worthwhile result. If you want an opinion from people who may have a clue of what they are talking about, ask. If you CBF looking and aren't going to take opinions on board, then....

Agreed - on the contrary to being too big I think the .92 TS EFR7670 would be an amazing thing on a mild RB25... on pump gas it would certainly make more power than a GT3076R, and response would be ridiculous. I think it would be a match made in heaven tbh.

He's not implying they are lying, he's implying they might have been blissfully unaware of exciting stuff happening throughout their runs.

That will be interesting, is that likely to happen? An outfit I know is doing a Precision PT6766 and a Forced Performance GT3794R HTA on the otherwise equivalent setup car - an 4G63 unfortunately, but should give a general idea. Will be interesting to see if the Precision turbos are matching the performance of the HTAs.

Absolutely, hardly a disappointing number considering the spool and the price of the turbo - just advertising would suggest that it will match or beat the performance of a GT3582R but it looks a bit more like it is more or less comparable with but definitely not likely to outperform. Again, no shame in that for something not much over half the price that looks and sounds awesome

Little surprised it didn't make more than that, though still very stout power. Keen to see video :-)

Very nice result, that is the 8375 right? With 88 hot side? What fuel?

We tend to get used to what general effect x.kw on a familiar dyno has on the way a car goes. Case in point, I have been helping out with the tuning on a mates S14 track car - he has got weight down to around 1090kg and he figured that 250-270kw @ hubs on the local hub dyno would make more than sufficient to have an awesome amount of fun with it. From there we were able to work out that sweet - a "350hp" rated turbo, a stock SR20DET and E85 should work together fairly well together to provide somewhere in that territory. Again, it wasn't to create claims to show off on forums - it was just more the knowledge that the power figure on that dyno should be able to allow for a fairly reliable but quick car. Who cares if it would be maybe "only" 230-240kw on a Dyno Dynamics dyno or 300kw on a dyno set up to inflate figures? We know that it would be a figure that it can be competitive and reliable on the track in the type of racing he wants to do as well as be fun to drive. This all comes down to the "Dyno is a tuning too" thing, you can compare between results on that same dyno and fine tune different aspects to suit your requirements.

Cool, thats what I thought - I've tuned a car to do 98->E90 thinking there was no reason not to, and it seems to do everything I want it to without too much issue so was surprised to read that and thought I'd see if there was something I'd missed, or if there was something other people had hit issue we haven't - or haven't yet