burn4005

I'm confused, a tomei rb26 oil pump is a spline drive. What Harmonic damper were you using when the snout snapped?

I'd imagine for flow rates towards the upper end of the 8374 the 9174 will have a lower exhaust manifold pressure as the compressor will be more efficient, all other things equal. at 75lb/min @ 2 bar you're at 65% on the 83mm but still up over 72% on the 91mm that effeciency change correlates to shaft power requirement dropping, so the required turbine pressure ratio also drops. the changeover in efficiency occurs at about 58lb/min. less than that the 8374 will be lower pressure, and more than that the 9174 will be lower. during acceleration transients however the 9174 will be slightly higher due to the increase in inertia of the larger comp wheel. if only Borg warner made an EFR 67/84mm compressor wheel! maybe even anodize it black?

the Platinum racing crank trigger kit (version 2) apparently works with the ATI 600hp balancer. its a 12 tooth trigger wheel, but if you want a 36-1 or 60-2 you're going to have to go either the 600hp Ross kit or a custom bracket. other option is use an MGT trigger kit http://www.gtr.co.uk/forum/439562-mgt-trigger-kit-r32-r33-r34-gtr-gtst.html but it uses reluctor (VR) sensors and if you have an BNR34 the engine fan doesn't give enough clearance for it.

does the VQ35 have VVT? surely that would help it out a bit? or are you just talking about transient response in the "sweet spot" like 70% of max rpm on/off throttle?

if you're comparing an basic SR20 to a MIVEC evo 9 engine you'll be dissapointed i believe. it'll make power, but not in the same way.

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Oh rice racing is here.. Michael Jackson Popcorn.gif

I'm not following.. why did you have to pull boost out up top previously? You said: "It will also mean we don’t have to pull boost out in the top end too" Can't imagine it's surge related (low mass flow issue), or turbo speed related (compressor hasn't changed)

What do mean by having to pull boost out? the cost of EMAP outweighing the benefit of greater MAP? or EGTs getting too high? PS thats friggin' massive. the 3" outlet looks hilariously small

well they've completely tapped out the EFR on that car so i guess twins were next. the Gs are potentially more efficient than their EFR counterparts so worth a crack I suppose

I use two of these with the bottom cut off sitting inside a tank with fuel tank foam. the base of the tank has a ball valve on it so at the track I can leave it open to drain to sump and all other times it just collects in the tank and I clean it before a track day because it gets sludgy due to moisture over time.

I would not be worried. A mate has a Mk7 gold and the oil temp is 105-110 all the time. Synth oils can take it no worries. I only need to keep the oil and coolant under control for 5 WOT laps, because the tyres and brakes are f**ked by then anyway and sprint days are pretty much all short sessions.

Used dash 10, and the longer an fitting came with the bnr34 oil cooler/remote mount kit. May be available seperately from rhdjapan? All greddy bits have individual spare part numbers you should be able to find it.

nitto 2.8 AND V-cam?? Id be going 9000rpm redline, EFR9180 1.05 and sending it. 8374 at the minimum. I've got a 8374 1.05 on a little 2.6 and its bloody good at 450awkw but not a lot left turbine speed wise, let alone extra capacity and 50 degrees of cam adjustment to play with. I've been googling 8474 every week for the last 2 years. most people regret going smaller, very few regret going larger, especially when your engine is built with headroom to cop it.

doesn't seem to work in this case as its a video. tried to ressurect it. did some testing with a spanner and digital fish scale and the holding torque of a stock RB26 ITB throttle assembly (3 throttle springs and main shaft spring) is about 800Nmm at 100% throttle and 400Nmm at ~1% throttle lighter springs will be required on the throttles, removing the three throttle springs would bring this down to nothing, and would be easy to do on a fitted engine, but i think having very light springs on each is good for safety of the engine, although I'm yet to see a linkage break on an RB26. throttle cable sure, but threaded link.. nah. specified max holding current for most DBW motors seems to be around 2 amps.

I'm Bumping this back from the dead as im seriously looking at implementing a DBW setup on the ITB rb26. did anyone find anything out? photobucket links are now dead due to "photof**kit" occuring..

I've got a set of golds set sprung slightly softer. ride is amazing considering. valving valving valving.

cars and coffee? great brakes circuit work? cost/benefit isn't there.

the switching delay on those is terrible (500usec) but i guess you dont really need a linear PWM duty to output response for pumps. if you want to run at a reasonable frequency (5-20khz) you want to use one of these http://solidstaterelaystore.com/pe0630.aspx

exactly one piece of string improvement. get it tuned. look at usmair's 8374 vs 9180 results. 9174 should be in the middle.

Im running the Pierburg L3LM being fed by two holley hydramats, a 17.5v boost a pump and an aston martin fuel pump control module (siemens VDO 7H42-9D372-AA) they take a 100hz signal and up-sample to 20khz pwm power drive. works great, and the L3LM at 17.5v flows about 430lph at 70psi. and only 17a draw. will be attempting 500awkw worth of E85 early next month so we'll see how it goes.

Cam gear fiddle can make a hell of a difference. Untuned won't tell you much at all. Using ecu boost control or a stand alone ebc?

Don't worry, all the r34 getrags rattle once you go to a single mass flywheel. It's normal despite every man and his dog telling you there is an issue.

the 1:1 thing is a bit of a wives tale. Final drive ratio has an inversely proportional relationship to velocity, and a proportional relationship to Torque.. so the gear ratio completely drops out of the power equation. Actual torque is really high in lower gears, any torque plot is just a 'normalized' plot at 1:1 mechanical advantage... really just brake torque neglecting drivetrain losses dyno in a high gear so the dyno doesn't have to work as hard to retard the engine (especially if you want a slow ramp on a powerful car), but also at a speed that is considered safe. 300km/h is a lot of rotating momentum.

road speed/revs is the same for both runs so gear ratios should be very similar. just checked: 5spd 3rd gear: 1.302: 6spd 4th gear: 1.31