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Dale FZ1

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Dale FZ1 last won the day on June 1 2018

Dale FZ1 had the most liked content!

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About Dale FZ1

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    Rank: RB30E
  • Birthday 10/29/1968

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    Sunshine Coast

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    ECR33 Series 1

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  1. What turbine housing size - also single/split pulse + gate setup? Perhaps drop something into the RB25 dyno results page Strong result.
  2. What interests me is their bearing arrangements. How they work, how long they last (high speeds required to push that air mass), and what Garrett will do (or not do) to make them economically serviceable. Those who ran the early spec GT series with non serviceable BB cores and temperature intolerant plastic bearing cages were left to buy a new unit rather than rebuild.
  3. Mark you'd probably want to speak directly with the guys who suggested RB25 pistons and see how they went, what problems if any occurred. And talk with engine builders who do this stuff with any regularity. See what they say. Can confirm RB30E pistons are a no brainer, cheap, and do a great job. Mine ran over 8 seasons, track only without problems. Actual CR I achieved was 8.38:1, measured by cc, not calculated. It had plenty of off idle torque. If you're thinking E85, we did back to back dyno test and from 98 to E85 went +75hp at the same boost. So even if at 8.2 - 8.4 CR range you will achieve gains.
  4. Turbine Inlet Pressure aka EMAP Exhaust Manifold Absolute Pressure
  5. OEM tank is in the best position for distribution and safety. I think a fuel cell is more practical for serviceability, but a hell of a lot of work to get right from a mounting and location standpoint. Also better to have the tank divorced from the car's interior for safety + scrutineering ease. I'd use Holley fuel mat rather than go with a surge tank. Definitely get your thread back up, and post a few pics.
  6. Reasonable start to the 2019 Morgan Park Super Sprints C Series. K circuit (3.0km) in 1.25.3, knocked off 2 seconds from PB. And improvements to the standing start first lap pace meant aggregate time for the 3 lap runs far better. First event I have cracked the top 10, at P9. Happy with the achievement, given high ambients (35 degrees) and rusty driver not high commitment. I'll put it down to newer rubber and a rear geometry tweak. 2018 only saw one event entered, got a shock with just how erratic the oiling system was performing after getting a Bosch motorsport pressure sensor installed and logging. The data said bad things, and corrective (hopefully) action taken. RB26 cam covers with baffle kits, catch can drain back reinstalled, crankcase pressure sensor installed, and baffled/gated sump upgrade installed. New main and big end bearings installed while the sump was out. Oil pump inspected, all good to continue running. Oil of choice now Penrite HPR30. To be fair, bearings were from the original 30DET build, and had done service over consecutive seasons from 2011. No journal damage, but big end bearings 4,5,6 were slightly scuffed and evidence of inadequate film strength. Not too concerned about that, more focused on eliminating oil system related engine failure. Data trace from Round 1/19 shows massive improvement, although oil pressure does fluctuate markedly. Big deceleration events, and strong lateral G off corner exits were associated with the fluctuations but we're thinking the nature/magnitude/length of time won't hurt the bearings. Next time engine out will be when we find out. Post event comp check, max variation of 7psi across all cylinders so quite happy there. Also for info of people interested in crankcase pressure, I saw a max of 2kPa blips on a couple of logs where inlet MAP was 270kPa. Rest of the time it was zero. The signs don't point towards any huge blowby issues, but I do have a 50mm breather on the catch can so that's all very free venting and hard to build meaningful pressure against the flow. Later in the season I should have the VAG ignition coils installed, and get a log of EMAP vs boost. Point of note, all the above is not focused at more power, just ensuring reliability at the power level we're running.
  7. Tidiest and most reliable solution is to re-route outside the engine bay. Get it right away from the heat source. It's one of those mysteries why the factory routed outside on the right hand, and kept it inside on the left hand side.
  8. If you're not brand-conscious then consider Garrett, Borg Warner, Precision, Master Power, Kinugawa. If you want one built specifically for you, Melbourne based then talk with Hypergear. As to sourcing them, there's plenty of comments throughout this forum where to look. Possibly won't be a lot of direct experience with Porsche engines on a Skyline-centric forum, but if I recall correctly those early spec 70s - 80s air cooled engines were (by RB standards) lower revving and fairly low compression pumps. But they did run a solid hit of boost and performed strongly if you could keep them in a boost friendly rpm range. If you're looking to boost a high-comp donk, best be speaking to people with Porsche experience, and considering how you're planning to fuel and tune it. Could be a great experience, would like to hear more as you go along. Being Euro the engine will no doubt have some demanding requirements, but the turbo choices will be broad.
  9. Agree RB26 is over rated. Those results very good numbers, depending on what level of responsiveness (thinking about EFR crowd). Real message I'm seeing is "nothing fancy" can make good results. Make sure the bases are properly covered (turbo, mani, gate, exhaust, inlet, fuel system, tune) and it's possible to achieve the goals. Not revving the tits off the stock engine might keep it alive longer too.
  10. 3082 + 0.82 will do what you need on track. As Bob suggested, you've got it, should use it. It's the rest of the car setup that will be the challenge. Getting that 34 into and through the corners efficiently is much harder than getting it to pull off the corners
  11. Is that like free beer tomorrow? The options being talked about aren't exactly dogs of things, and I agree with Lithium's comment re: having all things fitted and operating properly before turning the torch on turbo A vs. turbo B.
  12. Well done! Presuming CEA? Split pulse or single scroll? Post up a couple of pics of the installation
  13. So more accurate ignition control paid huge dividends. That's great news. 98 fuel is the current limiting factor, and to run more boost you will need to pull timing to keep it together? Mid range torque looks like it should pull hard off corners with awd traction capability. Very good - must be very satisfying to drive. Wonder why torque drops so noticeably around 62-6400? Very similar trait to RB25. Be interesting to see what EMAP looks like
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