rob82

PM me if you want an r33gtr crank.

Personally I like the mathematical precision at which the tests were performed. 165.7 on cylinder 1 are you sure it wasn't 165.732 psi? I'd be doing my own test as those firgures sound like he's pulled them out of his arse.

Cranking compression has alot more variables than just compression ratio.

Just because air isn't as heavy as most fluids doesn't mean that it doesn't display properties of fulids. It has a mass and even though it is very small it will still take time to deviate from its path so if you think of it as a fluid then in front mounted throttle body the majority of flow is perpendicular to the direction you want it to head. eg1 even though there is a large negative pressure differential in cylinder 1 the air still has to turn a 90deg bend in order to fill that cylinder. This is still the case even when on boost as the air within the plenum is never stagnent unless it has a massive volume. If you want more proof look up various SAE articles about manifold design and you will see that there are large air flow differences usually in the last few cylinders. This is probably one of the reasons rb26's run lean in the num6 cylinder.

Drive by wire - in supercars. Your dreaming they run old shitty m48 motecs, which impresses me more as he was probably controlling the throttle.

fuel pump wiring is a common problem in 32s All wiring in an R32 is a problem.

We run the 500hp walbro's in the xr6turbo's and repeatedly and reliably see 350rwkw. Thats on a 4bar system with 14psi manifold pressure. So a total of 72psi of rail pressure. These pumps work fine in clean tanks!

Its more to do with the pressure. Bosch pumps typically have higher flow rates at higher pressures than the walbro's that the difference. THis is the problem with the industry - there isn't enough info. You really need to plot flow rate vs pressure to compare pumps. The other is injector flow rates - as some injectors are rated at 3bar some are 4bar and so. For proper injector selection you also need to know dynamic flow rates at different frequencies.

Just because you remove 33% of the maf value doesn't mean you will get 33% less fuel. Your probly sitting on the minimum injector on time. This still doesn't explain why the fueling is lean. Are you sure its lean and not a rich missfire? What do the plugs look like? Try holding the engine at 3000rpm and then adujust the SAFC. Did you have the injectors cleaned and are they all pulsing? Apply battery voltage to both the terminals of the injector and make sure they click when powered. You will still struggle to get the idle mixtures correct though with the shite spray, I mean squirt pattern those injectors have.

Definately dont go throught MAtt Spry but I do know that big AFM's on SR's can cause reversion issues. The ICV isn't going to cause a missfire.

Check for a tear or a hole in the intake pipe to the turbo - between the AFM and turbo. Sounds like you may be disturbing a crack in the pipe everytime your change pods.

Cant see why not as long as it is a series 1 rb25. Give it a go and just monitor coil temp. All dwell control is ecu based so essentially the module is just a line driver for higher current capacity with some flyback voltage suppression.

If your looking to run the engine in - depending upon the fuel rail setup put the standard injectors back in until your happy that the engine is run in. THe look at doing bigger injectors and ecu afterwards.

How far is the AFM from the turbo and is there any bends in that pipe?

Pretty sure you have selected the worst injector for the application.

ohhh I'm sorry all rb produce maximum torque at 12.35467:1 AFR with 22degrees of timing at 6500rpm and 15psi of boost. Wake up clown, no two cars are similar with even the same mods - that was the point I was trying to make. Its no good saying that there is a certain AFR or timing advance that to achieve X amount of horsepower in all situations.

AFR tuning is different from car to car - you can run some engines leaner than others it depends upon many factors - fuel density, chamber shape, piston dwell at TDC, piston diameter, spark plug postion, intake and exhuast design, exhaust backpressure - the list is endless. The main premisis behind AFR tuning is to find the minimum amount of fuel that reduces the onset of knock.

Maybe boost control solenoid pusling? Its a wolf - could be anything.

Does the Unijib do timing control? Mines will probably struggle too - it all depends if its a bosch ECU or not.

He must have talked to the wrong people with the porsche but yes the checksum proceedure is far above most other ecu's - helps when you know guys internal to manufactuers.

Any input sensor can be bent - if you catch my drift. There will be nothing new on the GTR that hasn't allready been done in the industry in terms of monitoring and clipping torque output. I wouldn't be too worried about the modding at this stage, they said the same about the XR6T when it came out and look at the aftermarket ford industry now.

Like I said if the PCV is drawing in ambient air then it is a vacuum leak. If your still running a AFM then this air is not being accounted for and hence will slighlty lean the mixtures out under vauum condtions. And no the PCV is not only open at idle but all rpm under vacuum.

As in the BA falcon? All australian fords run a return system. There is nothing wrong with the non-return system - keeps the fuel cooler by not sending it to the engine unless it is needed. The reasons manufacturers do it so well is that they have a function of injector flow rate vs manifold pressure so that it compensates for the pressure variations across the injector so they dont need a fuel system that changes pressure. Other return sytems like what nissan use is a fuel pressure regulator that varies the pressure relative to the manifold pressure to compensate for the pressure differential across the injector. Both systems have their advantages and disadvantages.

It would then be a vacuum leak. Not sure in the picture of the engine bay - where does the PCV hook in? If the can is venting to atmosphere and the PCV is still attached then its an incorrect installation. Unless you racing the car or there is a reason for excess engine breathing then just leave the factory PCV and rocker cover venting hoses standard as there is no gain on a slightly modified engine, apart from the slight reduction in octane as the oil mixes with the incomming.

Well you cant alter the input reference signal by more than about 1 deg in a normal configuration. You may be able to find a device that patches in between the ECU output and the ignition module but it may get messy as its doing the dwell control which will vary at least with rpm. If your at a stage where you want an antilag system then I would be going aftermarket. Autronic SM4 will do anti lag no worries - also has rolling idle to help keep the engine temps down. Also say goodbye to your catalytic converter as well.