paulr33

300awkw ish is good for i think mid 11 ish with perfect everything

it will not it will fail

a pair of 2530s with stock fuel rail stock injectors stock pump stock clutch wont even pass tuning, it will lean out off the planet and go boom

http://www.airpowersystems.com.au/falcon/phase_iii.htm that kit can get you into high 10 sec on the xr6 turbo but its an easy 20k for 5k you get like a remap and an exhaust

sure it would be fun to try but it wont happen and an xr6t i dont think could get into 10s under 5k they apss kits to get 10sec are like 20k

not possible and if you did it, it will fail injectors and fuel upgrade is like $1000 you cant do all of those without injectors and fuel pump upgrade

ECU, big turbo/s, NOS kit, clutch and some injectors less than 5k = stolen hardware or not possible the ecu alone is $1000 untuned big turbos $3000 a pair nos kit is $600 ish clutch is $1200

for humour ecu $1500 tuned turbos $3000 fitted tyres $1000 clutch $1200 strip interior $1000 no exhaust $1000 fuel upgrade $1000 cold air / intake setup $500 nos kit $600 4wd upgrade $800 afm upgrade $800 4wd controller $350 it will fail on stock internals

$15k then rebuild light will come on

hey ben would it work the same for the vspec diff? i have a switch to hard run the vspec pump so i can lock it on demand. would shimming and changing the clutch in it make it really tight but only when the pump runs? if so... can you quote a price? (or via pm)

im amazed at the interest in this, also very scared now!!!

form is up

hi

i wonder how it would work on the vspec diff as i can lock my diff on demand via a switch so it could be a tight locker on demand the problem i found with my one is that its a weak lock when it does hmmm thinking to do...

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top work, well done much appreciated by all

search on youtube for angry nintendo nerd he reviews really crap NES games absolute pisser

unable to comment but it will affect the ramp rate i suspect it could make it read lower if anything it should be shoot_6f as far as i can recall there are different modes for various models of cars shoot_4 shoot_6 shoot_6f shoot_8 shoot_8f etc the f meaning forced induction, i think the f deontates to weaken the ramp rate little which i think prevents excessive ramping boost really quickly as engine load drives boost

this stuff was covered to death about 6 months ago when fuel prices went mad theres an 8 page thread on it in here, do a search on LPG* and youll find it

i believe the bov is ok and hasnt failed. i believe the stock turbo didnt flutter. i believe what you are saying im just looking at it logically and dealing with the facts that we have. maybe its just a case the stocker flowed more air down low (very likely) and it was enough to fire the bov in all situatons. ie: it was designed around the oem stock turbo flow so its mapped around that level of airflow and pressure. now that the compressor and exhaust side is different it could be unmatched. i am unsure on the fix sorry

die hard with avengenace ?

dont confuse the bov spring rate vs manifold boost pressure it doesnt work like that, the bov fires when manifold pressure spikes through the roof ie: when the throttle body closes, its probably more like 30psi+++ when the throttle body closes and the compresor is still flowing

stock turbo: a compressor winds up to 3000rpm it has 7psi and 45cfm of air hiflow: as compressor winds up to 3000rpm it has 4psi and 25cfm or air i think the stock bov spring is too tightand wont fire you could try loosening the spring to make it fire with less air volume/pressure it needs a certain level to be reached when the throttle body closes. if the bov doesnt fire it will recirc back to the compressor and chop itself / collision