burn4005

Yea the compressor map goes to the moon pressure ratio wise compared to the normal gt wheel.

True ebough, if its 7.5 its more like 5k. I'd be interested to hear what the scaling actually is. I've always liked the efr83s as my next turbo, so if he's let off at 7.5k ish and making that power on a 2.6 I'll be extremely impressed with it. As with most things I don't think the dyno plot can explain the response of it, but I'm betting its miles better than dash 5s at circa 2 bar. The efr looks like it comes on very smoothly.

Here is a 6266 on a 2.6 on what I assume is the same dyno. Notice it goes to 210km/h so scaling is different. Assuming 8k limit, @135km/h its on full song at about 5200.

Stout power. I am a bit surprised at how late it hits full boost. If 170kmh 8000rpm then 115 is about 5500.

Incredibly, I've made zero progress on this.. my car has been at a workshop for months and months having the engine built for track work/quaife front. I have a bunch of stuff that i need to do once I get it back, but this is still on the list. I'll get some photos of inside my empty tank and work out how to progress with this. I have a few things to test, namely the flow performance of the oem jet pump at various rail return rates, I have a high flow Sard jet pump that I can swap in if it works better. The pumping over from the other saddle straight onto the hydramat will increase its effectiveness greatly. If its inadequate I may look into a lift pump actively pumping from the other saddle onto the hydramat.

I don't doubt the displacement argument but my engine is 2629cc at 87x73.7mm.. If I was going all out with a new N1 bock and stroker is 2738cc at 86 5x77.7mm thats 109cc difference for 7+ grand extra, you'd be nuts to take a virgin block straight to 87mm (assuming for a 2.6 refesh my crank and rods are fine, just new pistons) I would have though improving your VE% by 3 or 4 percent on the 87mm 2.6 with good head work would yeild similar results? If you're going all out, sure do both. But on an assembled 2.6 engine you'd see similar gains with just doing the head work. If I wanted solid grunt I'd be looking at over 3L for sure.

Also good practice to make sure you ignition coils stalks and boots are very clean and use dielectric grease on the boots to keep any arcing at bay

I'm planning an intank system for an bnr34 with a walbro 460 and a Holley hydramat. Probably 11 inch square but I'm yet to get under the car to measure up what fits best in the bottom of the driver's side saddle. Also using a Sard jet pump sucking from the other side of the saddle as its venturi ratio is better than the stock one, especially coupled with the flow of a 460 pump. When I've got the stock one out of the car I'll test the flow multiplicatio performance of both at various rail return rates and decide which to use. Outlet of the jetpump+rail return flow will flow straight back onto the hydramat. If this isn't enough to keep the surge away on hard right handers at high injector DC (minimal return to tank so venturi pump flow will be low) I'm thinking a low pressure lift pump passing fuel from the passenger saddle onto the hydramat on the driver's side. I am quite optimistic about the potential of the hydramat without this, a 11 square inch pickup patch is quite a lot of area. I hate boot mounted fuel systems so I'm giving this a shot. I have 100hz logging of fuel pressure and fuel pressure and delta afr engine protection so I'm happy to give it a try. Goal is a 430+awkw circuit capable car. 9l Hi octane sump and accusump takes care of the business end.

http://www.finjector.com/verkkokauppa/eng/ev14_1300_cc_12_ohm_c_jetronic_liitin_pitka_japan_mallisella_alatiivisteella_ylapaa_11_mm_suodattimella-p-486739-91/ They're 1300s and half the cost of injector dynamics. They're Bosch ev14 long nose with adaptors to fit 11mm rail.

anyone have any thoughts on the response difference running GTX2863s on a 2.6 instead of a 2.8? im trying to gauge how the'd go on mine after seeing the dyno plots on a 2.8. im guessing a similar difference between the -5 and GTX plots just moved slightly up the rpm scale?

This is the cheapest I could find them. It's a dealer in Spain. CHRAs for 740 euro.. Cheap! http://www.turbosbytm.com/products/31

Just overlayed these in excel quickly.. there is nothing in it other than 0.16 Bar more boost on the -5s. interesting! at same boost level i guess you'd be looking at an extra 25kw or so.

Yea thats definitely on the safe side here is the OEM GM dwell map for a Yukon truck:

I figured it was just a point of difference for marketing reasons for HKS gear, so garret wasn't encroaching on turf with the -5s. just did the calcs if trims are accurate, -5 inducer is 47.325mm.. hks is 47.7mm. so i guess that's somewhat "significant" Sweet. if the compressor wheel is up to it I'll wind up the wick on them and see where I end up. will hopefully rig up a differential pressure sensor across the turbine to see what its up to. I've got a EGT port in each manifold and the narrowband bung in the dump to connect it to. cheers all.

fresh JHH built 26, forged 87mm pistons, forged rods, r34 crank, ARP studs everywhere, ATI balancer, Tomei oil pump, PAC beehives with 105lb seat, head has been clearanced for big cams later on and ports cleaned up. new guides and recut valves. currently only using [email protected] cams. port/turbine matched manifolds, HKS2530s, midori seibi 3" dumps and mines equal length front pipe 70x2 to 85mm. everything ceramic coated. and a 120mm intercooler. is there any real difference at 25+psi between the -5s and 2530s in practice? im concerned being such old tech they won't like higher pressure ratios as much as the garrets, especially the GTX. for all i know the -5 and 2530s are identical except for marketing and a BS trim value.

I would be, it would interesting if we could get a surge port in the insert as well. I've got some -5s sitting here that Im musing about putting some GTX wheels into. im running E85 and HKS2530s with B poncams on a 2.6 at the moment and am concerned with overspeeding them as I dont have a compressor map. running 23psi and ~400awkw currently. even comparing the GT and GTX 60mm maps, the GTX moves more air at the same turbo speed, and has a far higher upper speed limit being billet. wanting to run 25-28psi, goal is for relatively responsive 450kw with [email protected]. depends on cost, otherwise I'd throw the lot and go an EFR8374/Precision 6262 or gen2 6062. I do like the idea of a stock engine bay making 700hp though.

how much front camber did you need on the 34?

....I'll take that as a no.....

Three best options in my opinion are Ruzic controller Full race ets pro Do-luck DTM II

Beware of using stick on weights on the track. In my experience the wheel gets so hot the glue melts and the weights fall off in the pits. Although that was on a 400kw car on stock brakes at QR.... I put that metallic air con duct tape over them and now they stay where they should. Maybe my tyre place uses cheap shitty weights.

Are these identical to the skyline rear brembos or different bolt positions?

Are Brakes direct doing the bracket kit for you? that's the way I was going to go but I was sourcing the bracket from the UK at a higher cost. I'll be using PFC Pads. #11 compound on front, #13 on rear as the piston balance is waay forwards running the stock 40mm rear piston. so attempting to move it back a bit with a higher friction compound.

you're a legend. just ordered a 380mm kit.

Any updates on the unigroup car?

i stuffed the maths a bit after a few beers.... base circle number is obviously diameter..... Poncams = 16+9.15 = 25.15 procams med = 15+10.25 = 25.25 procams hi = 15+10.8 = 25.8 I found some tomei product spec sheets. the 10,8s need piston relief and cylinder head work. the 10.25s do not, so there is my answer. cheers