Sydneykid

Hi Alex, I don't think that you have a coil pack problem, that graph looks typical of standard ECU R&R mapping. If it was coil packs (or anything else ignition wise) it would get much worse as the rpm rises. ECU R&R mapping kicks in when the airflow (as measured by the AFM) exceeds the standard by too much. This happens just after boost build, where modified cars get a big jump in airflow from the exhaust, the inlet and the turbo (in your case). As the rpm continues to rise and the boost is stable, the airflow increase is not such a big jump and the ECU tolerates it a little better. Looking at your power graph that is exaclty what is happening. So don't waste your money on coil packs, it's time for an SAFC or equivalent. cheers

I set the desired pressue after boost build, when the boost is stable. For example, the Stagea runs 10 psi boost (standard turbo) and I want 45 psi fuel pressure (above boost). So, on the dyno (or the road) I set the adjustable FPR to give me 55 psi once the boost is stable, which is anything over 3,000 rpm in the Stagea. Then I tune the A/F ratios with the DFA. cheers

1658 kgs with 1/4 tank of fuel and no one in it. Cheers

Measure from the centre of wheel to guard, and then compare. That way tyres have no effect. cheers

Rubbish cheers

Hi Andrew, the only answer is to meaure it, centre of wheel to guard on each corner. Standard when new is ~380 mm front and ~370 mm rear. Cheers

My 22 cents (that 20 cents plus GST) worth........ 1. Preload has zero effect on the spring rate, it doesn't matter how much preload you add the spring rate is still 430 lbs per inch in the front and 350 lbs per inch in the rear. When you put the weight of the car on the springs, they have preload anyway. So the little bit that you add by adjusting the lower spring seat is irrelevant. Some simple numbers; R33GTST weighs say 1400 kgs 65% front = ~900 kgs (1980 lbs) The front spring rate is 430 lbs per inch So 1980 / 2 / 430 = 2.3" (58.5 mm) of spring compression to hold up the front 35% rear = ~500 kgs (1100 lbs) The rear spring rate is 350 lbs per inch So 1100 / 2 / 350 = 1.6" (40 mm) of spring compression to hold up the rear 2. Clockwise is usually high damping level. Give it try, you should be able to pick the difference beween full soft and full hard pretty easily. 3. Preload affects the ride height, so you set the lower spring seat position to achieve the desired height. Cheers

Sorry to be so negative........ 1. The wastegate actuator should always work in the same plain as the wastgate opening. Wastegate actuators can tolerate slight changes in angle, but I think you have exceeded "slight". 2. Mounting the wastegate actuator so close to the turbine cover is asking for problems, they don'tlike too much heat. That's why the reliable factory wastegate actuators are mounted off the compressor cover, a long way from the turbine. 3. Welding the wastegate actuator was not a good idea, they are simply a diaphram in a metal case, with lightweight spring. Welding heat can have esily damaged the diaphram itself and/or the spring causing it to lose tension. A new wastegate actuator would be on my list. I would make a bracket off the compressor cover, as forward as necessary to clear the compressor outlet piping (similar to what A has posted). Then lengthen the wastegate actuator rod to suite. Bolt the wastegate actuator onto that bracket, don't weld it. cheers

Time is your only concern, I bought ours at auction in Japan in May 2004 (via Prestige) and got it registered in August 2004. Bureaucracy was very slow. Cheers

Innovative Turbos T66, titanium compressor, dual ceramic ball bearing core, water cooled. RB26 in R32GTR, which is what that cast manifold was designed for. All of the R33GTR HKS manifolds I have seen are not cast. cheers

Since the Gallery is still being upgraded, the price list picture isn't working, So following is a full kit price; Nissan Skyline R34GTT 73175 Front Springs $144.00 73176 Rear Springs $144.00 Front Bilstein Shocks $476.00 Rear Bilstein Shocks $476.00 BNF24Z Front adj stabiliser bar $219.00 BNR11XZ Rear adj stabiliser bar $219.00 KCA331 Caster Kit $115.00 KCA348 Front Camber kit $272.00 KCA347 Rear Camber Kit $123.00 KCA349 Rear Subframe alignment kit $105.00 W0921 Bump Stop & Dust Cover $102.00 Freight Zero Sub Total $2,395.00 Less extra 5% $119.75 Total $2,275.25 Cheers

Sorry George, the PM mailbox was full for a couple of hours. Lots of guys with questions and needing help. Maybe give it another go, I have cleared some space during the day today.

Don't delay it too long, there are only 2 sets of R32GTR rear shocks left. Bilstein do not have a production run scheduled for many months. cheers

Response sent. Till the gallery is back and linked, following are the prices for the full kit; Nissan Skyline R33GTST 73175 Front Springs $144.00 83139 Rear Springs $144.00 Front Bilstein Shocks $476.00 Rear Bilstein Shocks $476.00 BNF24Z Front adj stabiliser bar $219.00 BNR11XZ Rear adj stabiliser bar $219.00 KCA331 Caster Kit $110.00 KCA348 Front Camber kit $272.00 KCA347 Rear Camber Kit $123.00 KCA349 Rear Subframe alignment kit $105.00 W0921 Bump Stop & Dust Cover X 2 $102.00 Freight Zero Sub Total $2,390.00 Less extra 5% $119.50 Total $2,270.50 cheers

If the boost has increased above standard, then it is ECU rich and retard mapping based on the increased airflow as sensed by the AFM. cheers

If I remember rightly the auto is 15 kph per 1,000 rpm at the engine. So it has achieved a 40% power increase (50 rwkw to 70 rkw) at ~3,500 rpm. That's substantial gain in anyone's language. Too late/tired to do an average power comparison, but I bet that is just as impressive. Cheers

As usual it’s not what they tell you that’s important, it’s what they don’t tell you. Journal bearings require consistent oil pressure. In a turbo (spinning at 100,000 rpm with an 800 degree exhaust off one end) any decrease in the oil pressure/flow will lead to instantaneous failure. This is not the case with ball bearing turbos, they can tolerate periods of zero oil pressure. Any small contamination in the oil has a similar result, as does overheating the oil. Many plain bearing turbos are not water cooled, so the oil has to perform both the lubrication and the cooling tasks. This transfers excessive heat into the oil system. Nissan didn’t spend $Millions with Garret developing ball bearing water cooled turbos for no reason. Personally, I see no sanity in downgrading from the standard, ball bearing, water cooled turbo to a plain bearing one. cheers

Yep, deduct ~60 kw for drive train and Dyno Dynamics roller losses. cheers

As usual it’s not what they tell you that’s important, it’s what they don’t tell you. Journal bearings require consistent oil pressure. In a turbo (spinning at 100,000 rpm with an 800 degree exhaust off one end) any decrease in the oil pressure/flow will lead to instantaneous failure. This is not the case with ball bearing turbos, they can tolerate periods of zero oil pressure. Any small contamination in the oil has a similar result, as does overheating the oil. Many plain bearing turbos are not water cooled, so the oil has to perform both the lubrication and the cooling tasks. This transfers excessive heat into the oil system. Nissan didn’t spend $Millions with Garret developing ball bearing water cooled turbos for no reason. Personally, I see no sanity in downgrading from the standard, ball bearing, water cooled turbo to a plain bearing one. cheers

T66 fits, no problems, for 625 bhp. cheers

The Gallery upgrade isn't finished so the images aren't loading yet. Prices as follows; Nissan Skyline R32GTR 73157 Front Springs $144.00 70191 Rear Springs $144.00 Front Bilstein Shocks $578.00 Rear Bilstein Shocks $578.00 BNF27Z Front stabiliser bar $219.00 BNR26XZ Rear stabiliser bar $219.00 KCA332 Caster Kit $115.00 KCA336 Front Camber kit $272.00 KCA347 Rear Camber Kit $123.00 W0921 Bump Stop & Dust Cover X 2 $102.00 Zero Freight $- Sub Total $2,494.00 Less extra 5% $124.70 Total $2,369.30 I have never seen or heard of the standard strut tops breaking. We have raced the Production R32GTR for 4 years and never had a problem and it runs big shock rates to make up for the regulations required, standard stabiliser bars. Multiple Targa Tas, Duttons, Bathurst endurance races etc all with standard strut tops. I have seen plenty with worn shock shaft holes, but never a cracked one. cheers

Around 165 lbs. cheers

This is a picture of 2 shock pistons, the one on the left is a generic Japanese twin tube piston found in a 50 mm OD shock (Skyline front). The one on the right is a Bilstein piston from a Skyline front shock, also 50 mm OD. The are two things to note from the picture; 1. The diameter, is is rather obvious that the twin tube piston is much smaller in diameter than the monotube piston. This means less oil is moved for the same stroke. Plus there is only room for 4 major valve orifices and 6 drilled holes. The importance of these two items was discused in a previous post. 2. The valve orifice sophistication, once again it is obvious that the Bilstein piston has 50% more outer valve orifices (6 compared to 4). In addition the 6 simple inner holes in the twin tube piston do not offer the variability in damping that the triangular shaped inner valve orifices do on the mono tube piston. As the valves open a larger portion of the triangular orifices are exposed, giving a great deal of tuneable variation in the damping. With the simple holes, the valve is either open or closed, there is therefore no potential for progression in the damping. This is why the sophisticated valve orifice design can give good control without excessive harshness. Simplistic valving, as a result, can never meet those twin objectives. In the next post I will discuss the valves themselves and how they contribute even more to the handling/ride comfort equation. cheers