Sydneykid

Is this a multicar (supersprint) format or one at a time? cheers

The 1.07 is with the mandatory Improved Production 27mm turbo inlet restrictors in place. It would be a bit faster without them, but as Roy said, Wakefield is a handling track more than a power track. Cheers

My experience has been to first ask the supplier for step prices; How much for 5? How much for 10? How much for 20? Then you can give the guys an idea on how much they can save by joining in. cheers

I haven't found a frequency filter to be much of an advantage, most of the noise around an engine seems to be in the 5 to 12 KHz range. Which is logical considering the engine is turning at 4,000 to 8,000 rpm when knock becomes relevant for an RB. cheers PS; the basic Steelman Chassis Ear is around $100

You don't need to go to that extent to improve the ET's. Have you had it on a wheel aligner and looked at the front end dynamic camber change? What about bump steer? Keep more of the tyre in contact with the track surface, $100 well spent. Have you checked the corner weights? If not, there is a good gain there for almost zero cost. If you are not running at least 1,000 lbs per inch springs in the rear that that's a start. Lessen the weight transfer off the front wheels, $300 well spent. There are so many simple things that you could do, I bet there is at least 1/2 second in it with a mimimal spend and a day's work. cheers

Oh, must be an R34GTT Power FC. From memory the ATTESSA and Auto ECU outputs are the same on the R34GTT. I don't think that there is a problem with Power FC's and S2 Stagea manuals and ATTESSA. However there does appear to be a problem with Power FC's and S1 Stagea autos and ATTESSA. Asside from the usual lack of gearchange logic of course. Cheers : D

I HATE Zoom, they only tell the good stuff, never the bad stuff. They gloss over the real problems and only mention the bleeding obvious. I can get almost any engine ECU to talk to the Auto ECU, that’s easy. The usual problem still exists, the RB26 ECU has no ignition retard/cut mapping for the auto gearchanges. In regard to this subject, their track record is shyte, Zoom had a story a couple of years ago on an auto R33GTST with a Power FC in it that they reckoned worked fine. I drove that car and I can tell you it was terrible, very harsh gearchanges and manic kick down whiplash. I drove it around the block and warned the owner that the gearbox would die from the lack of ignition retard/cut to soften the impact of the gearchanges. A month later it died, ripped the hell out of the 2nd gear bands and the 3rd gear clutches. Zoom also reported success with using Wolf ECU’s in auto Skylines, I drove one of those in WA and it was exactly the same. Except its gearbox was already just about dead. cheers

We have a spring compressor like Scooby described in the workshop, it's a great thing when you need to swap springs many time a day. Or if you are doing Mercedes springs with tonnes of pre-load. It's an overkill for a home garage where you might do one set of springs a year. Particulary on a Skyline that has very little pre-load in comparison. I have a pair of $25 spring compressors that I bought from SupaCheap a couple of years ago. Carefully used, they have done over 10 sets of Skyline springs without a problem. I just make sure I keep myself out of the firing line. cheers

It (RB20 head on RB30 block) was a common thing (on VL's) back when there no RB25's and RB26's cost a BOMB. Honestly it is cheaper to sell the unwanted RB20 stuff and buy a N/A RB25 cylinder head. The amount of machining and welding necessary to get the water jackets and combustion chamber to fit costs a lot of money, much more than the RB25 head. Cheers

MattSR covered it pretty well. Single turbo Single Q45 AFM Single slow and narrow lambda sensor Plus a fast and wide lambda sensor for tuning via the TechEdge Af ratio meter and Datalogit Plus an GReddy exhaust gas temperature sensor and gauge also connected to the Datalogit (The exhaust from the turbine looks like a porcupine) RB26 injectors with resistor pack = high impedance (I am actually using high impedance injectors, so no need for resister pack) Hope that answered the questions cheers

It's a manual cheers

I have done the reverse, using an RB20DET PowerFC to run an RB30/26. Use one AFM and parrallel up the ECU inputs. The PFC will see 2 X AFMs both reading exactly the same. Do the same for the lambda sensors. Use a standard RB26 air temp sensor mounted in the intercooler pipework before the throttle body. The speedo readings via the commander/datalogit will be inaccurate due to the different diff ratios. From memory all of the other sensors are the same. If you use RB26 standard injectors it will start and run straight up. cheers

Assuming all is as it seems, and the quoted numbers are correct.............. The wastegate sizing formula Airflow in lbs per minute = diameter of wastegate in mm X boost correction factor The 50 mm wastegate is not too small for 582 rwhp and 1 bar. The turbo is too big for for 582 rwhp and 1 bar. I guess that's what happens when you use a turbo designed for 800 rwhp and 2 bar So you have a choice, increase the power and boost, in which case the wastegate will be the right size. Or use a more appropriately sized turbo, it's a waste at the moment. You have the lag of an 900 bhp turbo with the power of of a 650 bhp turbo cheers

Bump, because it might save me answering a whole pile of PM's cheers

Don't bother with a can to start with. Just use an old coke bottle and a piece of suitale size hose for testing. Cost = zero. If it makes a difference, then go out and buy a nice shiny one. Cheers

Suggestions follow; 1. Power level is irrelevant, it's all about how many rpm you use and for how long (continuously) you use that rpm. 2. Some time ago I published the formula that we use for sizing wastegates. I then compared the results from using that formula with over 40 wastegate sizes done by many turbo and other workshops around the country. The results confirmed the accuracy of the formula, with over 90% alignment. Airflow in lbs per minute = diameter of wastegate in mm X boost correction factor Let’s use the formula on my own RB31DET The target is 450 rwkw at 2 bar 450 rwkw = 700 bhp 700 bhp = 70 lbs per minute of airflow = 70 mm (if I was using 19 psi) I am using 30 psi, so we need to apply the boost correction 70 / 30 X 19 = 44.3 mm GCG recommended a 44 mm Tial wastegate based on their experience. This the original thread if you want more details; http://www.skylinesaustralia.com/forums/in...showtopic=43638 3. PM me about the turbo, there are a few alternatives with the new releases of aerodynamics from the T04Z work. Cheers

Oil in the combustion process causes detonation. It also coats the inside of the intercooler and oil is a great insulator, so you lose intercooler efficiency. Higher inlet temps cause detonation. Maybe the oil is the root of all of the problems. Try a temporary catch can (eg; Coke bottle) to make sure all of the oil stays out of the inlet. You can then measure exactly how much oil it is. Flush out the inside of the intercooler with 50/50 metho and kero, keeps flushing until it comes out clean. Wash with water and let dry in the sun. Hope that helps Cheers: D

Since the pressure regulator is located at #1 cylinder it actually has the highest pressure. So it should run richer, hence less detonation. In very high power applications #6 is the one that suffers the lower fuel pressure, it's one of the reasons why we run the highest flowing injector in #6. Keep in mind The mines R34GTR (~600 BHP) uses the standard fuel rail. The Gibson R32GTR circuit race cars (~645 bhp) used the standard fuel rail. Cheers

I set the length of the links so that the Whiteline bar is in the same place as the standard bar. cheers

Due to the totally different torque curves it could make for interesting calibration of the shift points. My guess is the auto ecu will change up too early in the rpm range for an RB26. It will just be getting into stride when it changes up a gear. Plus it most likely won't change down early enough to lift the rpm higher. At low to mid rpm it will think there is more torque (from an RB25DET) than there really is (from an RB26DETT). At this point my brain is starting to hurt, so I will stop. cheers

1 X 2 mm restrictor = same oil flow as 2 X 1.4 mm restrictors 2 X 1.5 mm restrictors = 12% more oil flow than 1 X 2 mm restrictor The 12% extra flow is why you get oil in the catch can Hence why we use 1 X 2 mm restrictor, as our cars see lots of continuous high rpm Also why I don't recommend plumbing the cylinder head external oil feed into the turbo oil return. Driving around town it doesn't matter, but continuous high rpm and it does. cheers PS; (for others) the restrictors go in the block not the head.

Correct, the front adjustable stabiliser bar uses the standard links The rear adjustable stabiliser bar has supplied links, as the standard links are unsuitable. When you look at the car you can see why. cheers

All models of Touring Cars with DOTAR's import approval are elligible for Improved Production. They are commercially available in Australia. To have you model included you just apply in writing to your State's elligibily officer. The list is updated continuously. Cheers PS; An R32GTST ran in the Improved Production Nationals last time they were in Tasmania, where they are again in 2006.

Hardly new, they have been around for a couple of years. As the fine print says "Nissan, no longer in production, special order" MAP sensor only, doesn't support AFM Comes with a start mapping only, no drive mapping The price was $US1,500 ($A2,300 delivered inc GST) it may have changed Mdac at Unanderra are the Australian Agents http://www.mdac.com.au/ cheers

Then it would have a standard RB26 in it. And the engine is has now is FAR from standard. Plus the fun/satisfaction factor Sometimes it all about the journey, not the destination. cheers