Adriano

Usually big turbos are high mounted as there isnt enough room to fit them low mount, almost all factory turbos are low mount, there is far less heat dissipation with a low mount, as there is generally less manifolding to radiate heat, and low mounts are cast manifolds from the factory which give off less heat. Generally IMO high mounting a standard turbo is a waste of time, all it does is create a lot more heat in the engine bay.

More like a vg30, as a neo has the shim ontop of the bucket, wheras the rb26 is underneath(and a real pain)And one of the valves are bigger than an rb25(cant remember if its in or ex)

I agree that the datalogit makes it easier to dyno, but i dont want to have a laptop sitting in the car all the time. It would be good to be able to display 2 or 4 gauges on a smallish screen for easy viewing when driving.

Hi, just wondering if anyone has tried to wire a 4 or 6" lcd screen into a pfc hand controller, my old age makes it hard to read after 2 hrs on the dyno, plus it would be cool to have one fitted in the dash?

I have tuned quite a few of both, and unless it has 1000hp and the afm is casing a restriction, the pfc has many more features than the microtec, and will return better fuel economy/cold start/drivability with far less tuning. Most dyno shops can tune a pfc, and many have datalogit, if they cant, i wouldnt let them tune my car.

614 rwkw=820rwhp, 1050 may be a little high, but i cant see it being less than 1000

Will be interesting to see how this turbo/ex housing combo works, what management are you using, what other mods?

No need to imagine, rwkw vs fwhp(100hp=74.6kw)

Sounds like a blown head gasket, were the surfaces perfectly clean when you reassembled, and the head bolts torqued, what head gasket did you use?Were all the valves checked, how were the pistons?I would start with a compression test.Did you bleed the cooling system after you did it?

He doesn't list a pressure reg on the list of mods, i would agree that it must have one, but he must like living on the edge, duty cycle must be close to 100% even with heaps of pressure, 614rwkw i figure to be about 1050 fwhp

R34 NEO's have different throttle(traction control) different cam angle sensor, solid lifters, fully variable inlet cam/valve timing, smaller combustion chambers, slightly different exhaust manifold, slightly different turbo with bigger exhaust housing, flat top pistons, top feed injectors, bigger intercooler, and different coil mountings, i think thats it?

Engine dyno or chassis dyno?"this might give you some idea. although it might be cheaper to buy this actual car" Interested to see how he gets 614rwkw out of 880cc sards!

I prefer to keep my rocket covered

As an independant observer, who doesn't own an Auto skyline, paul, do you think that if the timing was retarded during gearchanges it would be fine? wiring the auto"shift signal" to an aux input should be able to do it without too many dramas?

NEO pistons will lower your compression, once again why? Aftermarket rb25 forgies are getting quite cheap, and depending on your power level, probably unnecessary, stock pistons are good for 300 rwkw at least safely "IF TUNED CORRECTLY"(NISMOID did your car havee stock internals?With 350 rwkw)

You could deck the block 2mm, or it would be best to use the correct pistons, why are you using rb26 pistons? You would be better off using rb25 pistons, or adding an rb26 crank.

5 & 6 flow better than the others, as more air makes it run leaner, hence higher egt's, on the power fc, i add 1% to #5 and 1.5% to #6 on a gtr

They will be marginal, 260rwkw is about it safely.

Are you 100% sure, i havnt tried it, but only as i havnt had the parts at the same time, i am pretty sure they are the same bolt pattern, The injectors and fuel fail mounts are different.

Im pretty sure the throttle body isnt 2", but 2 1/2" piping will be plenty for the power you want to make, and it isn't as hard to fit as 3"

The EPA can very quickly determine if you have a cat on there without unbolting it with an exhaust probe.

Does the car feel slower than it did when it was dyno'd, maybe th efuel pump has died, however the mafia has a good point, 205rwkw with a stock computer?The whole programming of the standard computer is set around making sure the car cant make more power, however i think there is something else wrong.

As the graph shows, another thiing to remember is that at low rpm, the auto "slip" causes torque mutiplication, and the engine revs dont correspond to road speed, hence the car making double the road torque at low speed, as with the locked converter, it drags the rpm down to match the road speed, so the motor is making less power and it isnt being multiplied.The difference at the top of the graph is the actual power loss through the converter when it isnt locked. However standard converters only lockup at light throttle in top gear. Usually when dynoing an auto, you cant give them full throttle at low revs anyway, as it causes kickdown, so you give it half throttle until 3-3500 rpm and then give it full throttle after that during a power run. An auto full power kicking down on a dyno is very dangerous and will often result in broken straps and coming off.

does anyone know the valve clearances for an r34 gtt RB25 NEO?

old jag xj6's had a sleeve around the fuel rail that had a/c gas running through it to stop vapour lock.