Sydneykid

1. No, not until you are well and truly past the limit of the standard internals 2. See #1 cheers

The following could have been found with a simple search. Can't be cleaned Nissan recommends 40,000 k’s between replacements Repco ~$70 cheers PS; if you want to know more try a search.

OK, I am now totally confused, once more for the dummies like me……. The compressor cover is VG30 The compressor is secret Garrett The core is VG30 with Garret plain bearings inc 360 thrust Serviced using a Biaggio overhaul kit The turbine cover is VG30 The turbine is secret Garrett I assume the round and round bits are balanced? Have I got it right? If I have, why don’t you do it the same way as other plain bearing high flows; The compressor cover is RB25DET The compressor is secret Garrett The core is RB25DET with Garret plain bearings inc 360 thrust Serviced using a Biaggio overhaul kit The turbine cover is RB25DET The turbine is secret Garrett I know the VG30 turbine cover is slightly larger than the RB25DET, but the difference is a handful of rwkw’s at best. cheers

I wrap the primary pipes to keep the heat out of the engine bay. Any heat kept in is a bonus. cheers

70 mm cheers

Correct From memory that could be tricky, the upper control arm would stop the calliper from being moved upwards. And the handbrake cable would go close to getting in the way if the calliper was moved downwards. You have probably already looked at that I assume. cheers

That’s 2 mm each side, be specific with the aligner. Some of the dumber ones think the rear is the same as the front and they can set it at 4 mm total toe in. cheers

The adaptor is obviously designed to move the calliper out 45mm (258 mm to 303mm). But the GTST M calliper would only have to be moved out 6 mm (297 mm to 303 mm). Since the bolts are 8mm (from memory) I don’t see how you could move the calliper only 6 mm. No room to fit the bolts. For the same reason, I also suspect that 22 mm (300 mm to 322 mm) would be rather tricky as 2 X 8 mm for bolts doesn’t leave a lot of room for adaptor strength. cheers

Oh yep, I saw that a while ago, has a picture of a single piston sliding calliper. It’s not a big rotor diameter upgrade for an R32GTST, going from 297 to 303 mm. Much more impressive for an S13, being 258 to 303 mm. I don’t think 6 mm is worth it, plus I am not sure that the calliper adaptor will even fit. cheers

OK, I’m confused. You can’t use R33GTST rear springs in a Stagea, they don’t fit. The Stagea has smaller strut towers, presumably to give more load space. Plus Stagea rear springs are linear rate, not progressive. Front springs wise, R33GTR physically fit and would be the closest in rate. cheers

OK, please tell me more? cheers

You really need to stop thinking about power being relative to boost. Airflow makes power, not boost, it's irrelevant. Boost is simply a measure of restriction/resistance to airflow. If you remove the restrictions, it will flow more air and therefore make more power at the same boost. If you do a really good job, it will make more power at lower boost. cheers

Hi Brendan, yep from idle to redline. Quite simple actually and very deliberate. I wanted to prove that I could make more power out of a modified turbo engine EVERYWHERE than when it was stock standard. I kept being told that modified turbos HAD to have a narrower power band, like it was an unbreakable rule of nature. So when it was standard we put it on the dyno and let it idle in 4th gear, then loaded it up until it stalled. That load represented power (well torque actually). Then we did the usual WOT power run from there up. After we finished the mods a year or so later, I did exactly the same, on the same dyno. Everybody talks about the max power increase from 145 rwkw to 265 rwkw, but the real test was making more power at all rpms. Hence, more power EVERYWHERE from idle to redline. I am doing the same with 100,000 k's old R33GTST currently. Be interesting to see whether or not it gives the same result. cheers

I have a need for some flat carbon fibre sheet, around 2 mm thick. Anyone know whereabouts I can get some? cheers

I did the corner weights on a stripped out S13 drifter with SR20 a few weeks back. Weighed 1055 kgs, no driver with 1/2 tank of fuel. I know the RB30, RB25 box, GTR rear end etc easily weighs 120 kgs more than the S13 equivalents. So there won't be much in it I reckon. Cheers

The R33GTST has a 6 puck paddle, sprung centre clutch plate with a high clamping force pressure plate and a lightened flywheel. The R32GTST has a race (not road) OS Giken twin plate. I don’t believe that there is any difference in the shock loading they send though the gearbox. I think the driver has more influence on that than the clutch being single or twin plate. cheers

The inlet camshaft part numbers are the same for S1 and S2, but the exhaust camshaft numbers are different. This would indicate it may well be a difference between the CAS drives. The cylinder head castings, buckets, followers, valves, collets etc are definitely the same, so it can’t be anything associated with that. So the question is, are the S1 and S2 CAS’s different? Then is S1.5 the same as S1 or S2? cheers

We killed an RB20 gearbox at Bathurst, broke the 5th / reverse selector. It happened on the up change coming up to the kink just before the Chase, hit the rev limiter in 4th and went to change into 5th. Nasty little bang and then no 5th or reverse engagement. So it has an RB25 gearbox now. I haven’t pulled the RB20 box apart to see exactly what broke, must do that one day. cheers

That's a good question, what exactly does "harder on brakes" really mean? Highest temperature reached? (Sandown, Dandenong road) Wear rate? (Oran Park) Fastest temperature rise? (Eastern Creek, turn 2) Longest sustained temperature? (Winton, around the shoe box) Highest ambient temperature effect on braking performance? (Darwin, Humidity Valley) Most crap in the brake ducts making them overheat? (Wanneroo, the sand pit) Add them all together and I reckon it's Surfers Paradise, that is one mean mother of braking circuit. One lap in a Production car = warped disks, boiled brake fluid and cracked pads. cheers

When I say “more power than standard” I mean SHOWROOM STOCK STANDARD. That’s; Standard dump Standard engine pipe Standard cat Standard exhaust Standard ECU Standard tuning Standard air filter Standard intercooler I suspect what you are comparing is all of those things modified, but with the standard turbo. However that is obviously no longer STANDARD. cheers

I have sorta done that with the R32GTST; 6 point roll cage OMP drivers seat, std passengers seat, no rear seats Sabelt 6 point harness Bilstein shocks with coil over kits and Eibach springs Whiteline adj stabiliser bars & alignment bushes No HICAS Nismo 1.5 way LSD OS Giken twin plate clutch RB25DET gearbox Apexi titanium 4” exhaust RB31DET with GCG version T04Z (~450 rwkw) Oil cooler, 8.5 litre High Energy winged sump, remote filter etc etc Power FC with Datalogit + Tech Edge A/F ratio logging GTR alloy bonnet (all the fibreglass & carbon fibre ones I tried were heavier) GTR front & rear bumpers and side skirts 17 X 8 wheels with 245/45/17’s Yokohama A032R’s Brakes are standard R32GTST M 4 spot front callipers, with spacers on the front for 324 mm DBA slotted rotors. Rear uses the standard R32GTST M 2 spot callipers with standard sized DBA slotted rotors. Earls braided lines and Hawk pads all round No aircon, but it sill has a heater for defogging Ready to race (no driver) it weighs 1215 kgs Other than the turbo restrictor, it is 100% Improved Production legal. Basically I could swap almost all of that into an R32GTR, but I am not sure the180 kgs weight penalty would be offset by the 4wd in terms of lap times. The GTR would probably be faster over 20 laps, the rear tyres on the GTST cop a hiding. But over 1 lap, I am not so sure. cheers PS, the Silvia with the RB in it is no lighter and has to put up with the crappy MacPherson strut front end.

No enough flow to make a difference cheers

There is a long thread on how ot size wastegate correctly, here is the abreviated version..... I have pretty good success using this formula to determine external wastegate sizes; Airflow in lbs per minute = diameter of wastegate in mm X boost correction factor So let's apply it to your car; 300 rwkw = 480 bhp 480 bhp = 44 lbs of airflow = 44 mm wastegate Now if you want to run 19 psi, then that's the right size wastegate. But we need to apply the boost correction.... My experience indicates that to get 300 rwkw out of a GT3040 you would need to run around 1.5 bar (22psi). So using the formula... 44 / 22 X 19 = 38 mm. For those who haven't read the thread.............. http://www.skylinesaustralia.com/forums/sh...ead.php?t=43638 Hope that helps cheers

Makes no difference, the pressure relief valve controls the oil pressure. cheers

Do a search, the search button is your friend. cheers