sh@un

lose the red stripe and i agree they'd look awesome on a silver R32 if you polished the dished section and outer lip (top secret stylee)

The shop should have the cross reference book to the OEM filter size. I think a VN/VP filter may even fit

dogs

*hands Eric a panadol

breakdowns

even at twice that price it'd sell instantly

that's the easiest way to summarize it really- the more charge density you can cram into the cylinders within a given period of time, the more fuel you can add, the more torque you will have, and the more power you can make. within reason of mechanical and chemical limits, of course

Isn't it to the cube? When you rev an engine twice as hard, you exert 8 times as much force on the reciprocating components.

fludderz

f.o.b

Bilsteins are the bomb- probably the best non-MRC suspension available.

put me on the door list Adam

i guess if you don't feel anything, neither count

call directory asistance gcg is in condell park nsw

Thought of something else last night too The RB engine is a more efficient design to start with, so you have to also take into account 1) The bore is usually smaller than a big V8- Therefore having less blow-by (more combustion pressure retained) 2) The stroke is usually shorter- Less frictional losses due to piston side-loading and better angular dwell characteristics (improves combustion efficiency) and 3) The OHC multi-valve set-up of the engine naturally adds efficiency in both 4V air flow ability (not so important in a forced induction environment, but still contributes), and less frictional and inertial losses through a superior valvetrain design I'm done

a bog stock one would start boosting from very low rpm but they don't make meaningful boost until about 3300rpm, and usually get full boost by 4000 or just past

get 'em to rebuild turbo 1 with the exhaust side from turbo 2- should cure the surging

have you rung GCG and quoted the serial numbers to see what they say about 'em? the sizing seems odd between the two- like one is for a rotor, and maybe the other for a large twin setup

don't know- you'll have to make a template and compare if no one can say for sure should be push style clutch though

the rest of this thread has been pointless

no but it's stuffed anyway yeah?

gt-ss: about the same as normal GT-R turbos gt-rs: around 1500rpm later depending on other mods

5 cougars thanks

Using your thermo co-efficient as the multiple (.89), it's probably closer to a 3.8L n/a motor (assuming an 85% V.E for that engine- could be less or more though, of course). There are just too many variables- look at an F430: 4.3 litre, 490hp, and meets Euro IV emission standards. You could have won an F1 GP with that less than 40 years ago.

If you can get the right bell-housing and clutch combination made up, nearly anything's possible.