Dose Pipe Sutututu

Just for clarity, no adaptors are required for the front conversion. 350Z Brembos & rotors fit on S13/14/15 and R32/33 (GTS-t/R) by just drilling the bolt hole to 14mm (and using R34 GT-t/R caliper bolts as the 350Z ones are too long). R34 GT-t/GT-R will be full bolt on as they're already 14mm (however still requiring R34 GT-t/R caliper bolts).

And before you get it running you really need a Bosch Motorsport ABS

This! Hence I always start off with user requirements in any kind of post recommending anything. If the car was doing endurance racing, no fking way the Brembos would be sufficient. But for a street car, casual SMSP squirt, 5 lap Wakefield Park warrior, it's more than enough.

Really comes down to user requirements, I have found my 324mm 350Z Brembo front set up more than sufficient for track use, especially for Wakefield Park with good brake pads. At Sydney Motorsport Park the GP Circuit can be a bit taxing on the braking system, I find by the 3rd hot lap there's rapid degradation in braking performance but at that point non semi slick tyres are about to give up anyway. And yes, the brakes are effective, slowing me down from 230km/h+ each time going into turn 1. Street use, it's more than enough for street activities. Most of the time people complain their brakes aren't sufficient, it's due to incorrect bleeding, poor choice of friction material, or faulty master cylinders.

Helical front diff, refresh the rear mechanical if needed and enjoy life. Save that money for a twin scroll, single turbo setup and modernisation of the car such as DBW, cruise control via DBW, canbus keypad etc.

Injector pressure differential set, base pressure set, and let the ECU/engine protection do the work. I'm assuming the ballers with MoTecs could even do closed loop fuel pump duty cycle to maintain pressure, where as the commoners on Haltechs need to just stick with a static table and engine protection to kill off torque when fuel pressure drops off

Zomg... Why... It's like a car designed for middle aged men that once had proper fast cars.

What's your intended usage for the car? GT-Rs already have a mechanical LSD at the back, provided the clutch packs are still in good condition, it should delivery 50/50 torque split between LHS & RHS rear wheels. Wouldn't hurt to put in a helical front diff, however would avoid a clutch pack front if you want to keep it streetable.

Correct, I used to run 1x SSR for both pumps, but the inner OCD in me wanted 1x SSR per pump, so here we are Flyback diodes built into the harness Here's my DC table

It's 2024, just PWM them instead of staging. If OEMs are PWM, then you should too, especially with all the fancy ECUs on the market. FWIW even my shit box with a mediocre ECU has PWM fuel pumps set up to ramp up and down with RPM x MAP.

Would be good in the future if you can also get EMAP data. Would make choosing a turbo easier for some.

Haha.. classic (Also guilty).

put the the house on DOGECOIN lol... (no don't do that).

and so will your pistons lol.

Suppose in your part of the world, however here in Australia, the Xtreme Twin Plate Organic is still cheaper than any Nismo or ATS clutch.

R35 shift times are woeful, garbage gearbox. If you could ZF8HP that, then it would be better (probably nearly impossible)

Best option. A cheaper option is a Xtreme Twin Plate, Organic Sprung Centre

I even asked ChatGPT 4 for you The RPM limit for an RB25DET head with hydraulic lifters, 80lb valve springs, and new valve guides typically falls around 7,000 to 7,500 RPM. Here are some key points to consider: 1. **Hydraulic Lifters**: Hydraulic lifters are generally more limited in high-RPM performance compared to solid lifters due to potential issues with lifter pump-up, which can cause valve float. This often caps the RPM limit around 7,000 to 7,500 RPM. 2. **Valve Springs**: The 80lb valve springs are an upgrade over stock and provide better control at higher RPMs, but they are still somewhat constrained by the limitations of the hydraulic lifters. 3. **Valve Guides**: New valve guides can improve the stability and longevity of the valve train, allowing it to handle higher RPMs more reliably, but they do not significantly raise the RPM limit imposed by the hydraulic lifters. In summary, while the 80lb valve springs and new valve guides enhance the performance and reliability of the head, the use of hydraulic lifters is the main limiting factor, keeping the safe RPM ceiling in the 7,000 to 7,500 range. For higher RPM capabilities, converting to solid lifters would be necessary, along with further upgrades to the valve train.

Welcome back Cnut 😘

Odd why you would need weight or anything like that, going to assume those Mustang dynos are just inertia dynos without any force / retarder applied to the rollers hence you need those numbers. Isn't there anyone with a normal modern dyno over there?

FWIW, I made 372kW on a Mainline dyno, with a stock motor (bar head studs & usual bolt ons) on E85 (pretty timid timing in the mid range) and it blew up after a year of track use. Probably got like 5~6 Wakefield track days and 1x skid pan somewhere in between.

I would be, however the last PS I owned was a PS1 and the last GT I played was GT1 lol. Also, how do you dads even have time to do anything? I barely have time to even sleep 7 hours a night!

Space X Falcon Heavy is ready for lift off

Did you pay using a credit card? If so, possible you could do a charge back?

can you check if this is an auto ECU?