shanef

its sold..its not sold...its sold...its now a track car..your worse than a woman trying to workout what she's going to wear today

yeh, it'll go from 13's to 8's with the right box/tyres/susp. setup/enough nitrous off the line in no time

i cant actually remember. if you can find an acl catalogue they are all in there

i'm using a set of acl rings (also known as mahle rings) in a set of CP pistons. The acl rings are actually listed for a mitsubishi 4cyl engine, so i had to get 2 sets, bout $150 from memory both acl & cp top & second rings are nitrided but the oil control ring in the acl set carries more tention ( personal preference but i like slightly more tention)

this came up in one of the discussions i had with Will at jhh terry, and what they do on some cars is run a header tank with extra points plumbed in around the head (like an arc kit for the gtr but with more points drilled into the head)

All u achieved there was expanding ur previous post into dot form. Should i try? aww come on pauly play nice. Maybe i should just put some HKS stickers on and then it'd be the best thing since sliced ham?

wouldnt happen to have some rb pickups u want to offload?

what else is horse shit is again ur severly un-informed and jumping to conclusions. The clutch was ordered specifically to handle 900rwhp and slick tyred drag duties also with every now and again street duties.. It failed with a measly 510rwhp and MT ET's. The fact remains it wouldnt have exploded the way it did if an anti-burst cover/pressure plate was used. I know theres always going to be the odd failure but if any possibility of failure can be removed and it's not (say by the use of higher grade materials), then the only person to blame is the manufacturer.

Unfortunately the actual pressure plate let go on the clutch mentioned above. There was also an excedy chromoly flywheel on there aswell, the only thing that stayed attached to the engine, the rest exploded and tore into a zillion pieces. It let go when the car was stationary, the revs brought up to get the MT's warm and upon the clutch engaging it exploded. See here for details: http://www.skylinesaustralia.com/forums/Cl...on-t233996.html The only problem with jims clutches is the fact he re-uses the std cover/pressure plate which is NOT anti-burst, and IMO that just isnt good enough.

Not really necessary if you are meticulous with the measuring and trust the machine shop, also that ~500 can be spent on other things, like a proper oil pump setup

Another possibility is that the cradle may have been bent aswell.

Didnt it come std on ur model?

im using an earls -4 inline oil filter for this engine im putting together. bout $40

especially if the heads not going to be touched

I spoke at length with Will from jhh earlier today and i'm quite confident this head is as near perfect. From what he was saying, its not about getting the largest cfm rating possible, its about port design and taking meat out of the right areas.

well i've had confirmation from another very experienced head guy and he said this head should be able make the 750bhp we're chasing, his opinion was that the way the exhaust currently flows that it'll take a bit longer to spool the turbo and it'll take some more boost to make the hp than it would if the exhaust flowed more keep the discussion going

Yeh i asked the guys about the different testing methods and they said it all boils down to what depth the test is done at. The std depth is 28". And you can see on the printouts my test was done ay 28" so should be comparable to other tests done at the same depth. Some other figures i've seen of the std head are 148cfm inlet & 105cfm exhaust, but theres no details of how the test was performed

the guy i get to do my cylinderhead work doesnt like the jun (cosworth) springs as they dont have much tension. his pick are some dual psi springs, second to them the supertech springs

Hi everyone. Well recently i had an rb26 cylinder head flowed to see what it flowed intake verse exhaust. To say i was supprised how poorly the exhaust flowed compared to the intake would be an understatment. Now the specs on the head in question are as follows, and theres a few pics of the ports/chambers too: Tomei Cams - 270deg 10.8mm inlet 280deg 10.8mm exhaust Tomei cam gears Tomei cam cap studs Supertech manganese guides Supertech Valves - 1mm in 1mm ex Supertech dual springs and titanium retainers JHH labour - port & polish, clean & assemble JHH custom shims (for smaller base circle cams) JHH custom inner spring seat The entire head work was performed by John Hill Engineering in brisbane. The point of this thread is to have a discussion on what these figures mean in terms of i spose power delivery & boost response etc, to discuss how the head could be optimised to get more even flow between the 2 sides by either more/different port work, different valve combo etc, and how different cam profiles will affect the real life power delivery and boost response. Also for those of you who have done some back to back flow testing with different head specs, if you could shed some light of your finidings that would be fantastic. Shane

Another interesting clutch to look at is this new street clutch from NPC. Newly designed it's rated to hold 1000hp at the tyres. This particular one is going in a 26/30 gt4508 powered gtr.

id be looking at a set of Argo's as a minium

why so? same bore/stroke as the 2j (even compared to the 3.4l 2j stroker at 94/87)

grout fill the bitch!

they are a racing piston and only come with the shorter skirt

See here: http://www.gtr.co.uk/forum/641917-post320.html