Sydneykid

What other mods are you doing for the 300 rwkw? The turbo is best chosen with all the facts known. :cooldance

So you guessed :wizard: OK, I believe you, just give me 5 X D1 cars that run twin wastegates. For every 1 you name I will give you 10 that run a single. Let's go........... :Pimp2:

DB is right, plus you don't have to lift off when you up change, if you have the right ECU of course. It just cuts the ignition for around 10 milliseconds, which is plenty of time to change gear with a dog box. Plus the straight cut gears soak up a bit less horsepower than hellicals. The Hollingers we use are also very carefully assembled with minute tolerances to further reduce loses. :cooldance

Still no!. The turbo flows 45 lbs of air max, so the engine makes ~ 450 bhp, not 500 bhp or 550 bhp. :cooldance

I though I would start a thread for Stagea dyno graphs. Before you ask, no this one is not mine, it came from a Mercury Motorpsort dyno day. Note the A/F ratios richen up the higher engine rpm, no wonder the fuel consumption goes though the roof when you give it some. As far as I know this Stagea has exhaust mods.

I agree, but I chose examples where the drivers where trying as hard as they could. I know because I did data logging for 2 of the cars personally and I can see from the logs how quick the gearchanges where, how much throttle was applied, the longitudinal G forces, I can even see how much steering was used to correct any slides. The big factors here were, one of the cars was an auto, one had a dog box and one a standard synchro box. Just changing to the dog box lower the ET's by 3/10th and increased the TS by 7mph. Same engine power, same dif ratio, same weight, same tyres etc. If I plug the numbers into one of the basic drag horsepower calculators, I end up with this for the R34 GTT; 120 mph = 508 bhp 11.9 secs = 441 bhp If our engine dyno was that inaccurate or inconsistent I would be in deep touble, 10 bhp is enough to win or loose a race, 67 bhp is unthinkable. So yes DB, you are correct. :cooldance

I am not familiar with the 2 litre version, the 3 litre (7MGE and 7MGTE) are more common as an import. Straight six, DOHC, cast iron block, alloy head, fairly strong, had crappy headgaskets standard, OK with a metal aftermarket headgasket though. The same era Supra was available in Australia in turbo and non turbo form, so engine, gearbox and diff parts are available. They were the gun Toyota turbo six before the 1JZ and 2JZ came along. That's enough, it's a Skyline forum after all.

Wooohooo, that would be tricky to do gives a new meaning to the term "mid engine". :headspin:

What spec 3040? What other mods? How accurate is the dyno? Was it hub or roller? It was an example of the calculation, not a chest beating exercise, DOH! If you read it properly you will note that I use the bhp to calculate the airflow in lbs per minute. Remember it's a rule of thumb calculation, if they know their target BHP then anybody can use it. It was posted so the guys on here could have some place to start. At the same time kill the myth that bigger is always better when it comes to wastegates. So what formula do you use? Please give some real world examples. I used 40 cars, all from this forum to verify that formula. Well, I have seen, maybe 100 drift cars, and I can't remember seeing 1 with twin wastegates. Unless you mean twin turbo internaly wastegated, I have seen a lot of those. But they don't win anything. I can see you and I are going to have some interesting posts

Yokohama A032R

Ah no, the turbo only flows enough air for 450 bhp (about 45 lbs per minute). So if you put it on a 600 bhp (without turbo) engine, it will loose power.

Hi Adrian, my reply was to BU5TER's questions, regardless of what you think, other people have the right to ask questions. And he asked before you, so wait your turn. You posted, tell you the MPH and you would calculate the power. Now your telling me you can't calculate the power without a whole pile of other data. Make up your mind. :headspin: Oh Ok, I'll help you out....... The MPH is accurate via the track's sensor, the timeslips read to 0.1 mph. RE; The sex of the driver, I was helping you out (before you even asked), she weighs <60 kgs and the guys driving the other 2 cars weigh 100+. All the cars had standard diff ratios and all were at their usual road weights (ie; not lightenend). The GTST had 245/40/17 The GTR had 275/40/17 The GTT had, I can't remember, whatever Goodyear drag slick fits on 16 X 7's Nope, I was puting a race gearbox together, sorry I couldn't drop everything and answer your questions.

Easy............ R33 GTST, lady driver, 11.9 at 119 mph. Eastern Creek, nittos R32 GTR, male driver, 10.3 at 140 mph. WSID, road tyres R34 GTT, male driver, 11.6 at 120 mph. Heathcote, slicks But remember this post.... all he needs is the MPH................. :confused:

Does not sound right to me. If the turbo is too small the compressor won't be able to supply enough airflow to hold the boost up as the rpm increases) If the turbo is too small the turbine won't be able to flow enough exhaust as the rpm increases and the engine will gradually choke itself. Exhaust back pressure builds up to such an extent that it matches the boost and the power drops. I reckon the wastegate is too small to bypass enough exhaust gas. So it keeps flowing to the turbine and building boost even when the wastegate is fully open. So I suggest you try this formula for calculating wastegate sizes from a previous post........ Save time doing a search, 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/fo...ead.php?t=43638 Hope that helps :uh-huh:

OK Adrian, let's do a few examples, R33 GTST, lady driver, 11.9 at 119 mph. How much power does it have? R32 GTR, male driver, 10.3 at 140 mph. How much power does it have? R34 GTT, male driver, 11.6 at 120 mph. How much power does it have? If you get within 10% on the three cars I will buy lunch next WSID major meeting. I have the time slips and the dyno sheets, all on the same dyno. You can inspect them if you want.

I drove an R32 GTR that had a twin 2.5 inch exhaust from the turbo back, including twin cats. It had a twin inlet/outlet resonator under the passengers floor and a twin inlet/outlet muffler at the rear. It was quiet, but had a purposeful note.

1.3 bar

Get out your tape measure and check the wheelbase, on both sides. Measure from the centre of the LHS front wheel to the centre of the LHS rear wheel. Do the same on the RHS and compare the measurements. That will tell you if the front axle line is parrallel to the rear axle line.

Centreline (Chris) or Traction Tyres (Andrew).

You don't take the shaft out, you just disconnect it. :boinkcar:

The R32/33GTR clutches are push type (same as GTST, Z32 etc). R33/34 GTR clutches are pull type (not many others have this system). You can buy a kit to convert a pull type to a push type, as they are the most common clutches. The gearbox input splines are the same on the R33 GTST, Z32 and R32/33 GTR so your clutch should fit. Hope that helps

450bhp / 1.34 = 335kw less ~60 kw for losses = 275 rwkw. An example, we have an R34GTT with a GCG ball bearing hi flow and it makes 265 rwkw. Hope that helps :uh-huh:

Brad you didn't really expect to get a response after saying that did you? :fart:

OK I'm confused, this is how I see it..... The wastegate spring rate has to correspond to the lowest standard boost setting. The solenoid then bypasses some airflow to get more boost (than the lowest) when the ECU says it's OK. When you disconnect the solenoid, only the wastegate spring controls the boost, so you get low boost all the time. Because that's what the spring rate is in the wastegate actuator. So wastegate spring rate = 5 psi up to 4,500 rpm the solenoid allows full airflow (boost) to the wastegate actuator so the wastegate opens at 5 psi over 4,500 rpm the solenoid bypasses some air flow to the wastegate actuator so the wastegate opens at 8 psi The way I see it the only way CoolPC is getting 11 psi, is if his turbo is equipped with an 11 psi wastegate spring. Or have a I missed something?

Yes