Beer Baron

yeah deano, R32 GTR speed drive is cable straight to the speedo so no electric signal bender will work. if you change to GTS4 diffs (4.375:1) then you should be able to buy the GTS4 speedo drive gear and repalce your standard speedo drive with the GTS4 one. I haven't personally bothered before but will probably do it when I convert my current GTR.

who's tuning this one Steve? Scott?

lol, well there are no sliding skirts exactly but cyber have something pretty close and thanks to my basic japanese translation for garth walden the tilton evo (also running voltex aero) fitted the same thing. it uses foam blocks to seal off parts of the floor. they wear out though and get replaced each session.

dunno if I'd called senna 'handsome'. he had some pull with the chicks no doubt but I don't think it was his stunning looks.... more his stunning pay packet and world wide fame.

don't worry. I will keep in baker's ear! I think he wants the same things most of us do. for MBS: as for developing new technology etc. christ. I simply mean people trying things that are NEW to this type of racing. I'm not talking about developing a new type of internal combustion engine. I'm talking about trying stuff on these type of cars that hasn't been done before, or simply just doing things in a different way. like SSE with their gas powered wheel jacks. many cars run airjacks which are great but you carry that weight all round the track. SSE build neat little wheel jacks that work just as well and stay in the pits so less weight in the car. this year cyber copied that idea with a simpler, cheaper version. that is cool. things like the front aero on the MCA car. yes there may be nothing new in wings like that on an F1 car or F3000 but have you seen them on a silvia before? why not come and look at berry's advan/hi-octane R34? i could show you many little tricks and innovations that may not be ground braking but they are stuff that probably no one has done to an R34 before or any skyline for that matter. freedom of rules encourages that. i'm not talking about people developing new technology (in fact you were the only person who was) we are talking about innovations and new approaches to this type of racing and the jap import tuning scene in general. in classes like combined touring and improved production etc you don't see that stuff because rules are strict and modification is limited. that's what makes this different and interesting.

270kw seems a bit low to be honest? but I guess it's only on 13psi? why not 20psi for the 98 tune? that would wake it up a fair bit.

bingo. I have no idea what nismoid was smoking with the "motec installed but people keep the stock ecu to run injectors" idea? Motec would be f**king useless if they couldn't control your injectors! Mine is like you described. motec controls everything, stock ecu is just there to keep attessa working easily. it can be done with it removed though but some people have never ending problems once they get rid of the stock ecu.

yeah it'll be fine dude. I'm sure you'll have it in a week or less and it'll be genuine. think I might get one for my roadie and one for the silvia too if it's good. let me know what you think. I really wanted another innovate one (had one years ago) but all the bad press lately is making me second guess that choice.

yeah the ruzic thing is very good. the only one thing I'd point out is that it's still using factory sensors which by this point are certainly past their best. all the other options like stack, defi etc come with new sensors. it does mean the ruzic option is easier to install though.

if you are changing the gears then yes pressure and flow could well change drastically. it's the shape, size and type of gears that determine flow @ X psi. so unless they are an exact replica of standard gears right down to the tooth shape then things will change.

So for the sake of arguement, what about these? they are fine, defi make excellent gauges, adjustable warning points, record function (great for oil pres, you go do a lap with it recording, come back to the pits and then replay to see if you're getting any surge). Are sensors vehicle specific or is there an industry standard everyone works to? sensors are not vehicle specific, they are universal. that goes for all gauge brands they all use generic sensors. What type of workshop installs these? regular mechanic is fine or you can DIY, defi's are VERY simple to install. there's only 1 small piece of wiring (power and illum to the controller) the rest is all just plugging stuff in. May have the engine out shortly (no 300ZX). Is this a good time to be fitting these sucker? they can be easily fitted with engine in place. Do these having warnings? yes they do. high point warnings for temps etc, low point for oil pres and fuel pres. Will people laugh at me for having blue gauges? possibly. psersonally I like white illum or amber, bit more subtle. even green is ok. Please can you recommend some specific alternatives and where to get them from? personally I'd buy defi's but get the new models. the BF and defi-link (like the ones you linked) are out of production now so you won't easily be able to buy more if you decide later you want EGT or fuel pres (both very handy). so either try and get a complete set used, or buy the new models. your other option is a dash unit like a stack dash or aim dash. cost around $2K for a basic one but does pretty much all you need.

lol, he broke his box hence being practically parked at T2 when glenney came past on his second flyer.... he was on his warm up when glenney was on his flyer. he should have buttoned right off and let glenney past out of T5, but when glenney was up his date around T8 (having been behind him for 3 corners already) and he finally decided he'd let him past it was too late as glenney was already going around the outside to get past him on the right going into T9 so when he moved right he ended up blocking glenney again. by that point he was about to get on it for the start of his flyer (and by now probably didn't want glenney past him since glenney would be getting off it somewhere after T1 where Dave would now be on his flyer) and simultaneously glenney realised that having been held up in 4 corners now meant his lap was screwed so just backed off to get some space and try again. it was just a bit awkward more than anything else but really he should have just buttoned right off it somewhere around T5/T6 and let glenney go and then got himself set for his own flyer.

i like this line "In the Open Class, Sydney Evo driver Nik Kalis was the clear winner with a 1:34.82 ahead of John Boston in a Nissan 300ZX." what the hell? lol. John Boston in the 300ZX was 3rd last (15th) in pro in the 300ZX and was 4th in open in the S2000. ahh I just realised what happened. they must have counted the 300ZX time in open instead of pro where it would be good enough for 2nd. funny.

couldn't agree more mate. great post and well done on 15th in open! 1:39 is a seriously respectable time and you faired well against plenty of tough competition. 4th to 20th in open was covered by less than 3 seconds! I agree with nearly all your pooints, particularly about innovation over dollars. It's what I was trying to say with intelligence/talent/hard work overcoming bigger budgets. and the lack of rules really encourages people to innovate and try new stuff (witness MCA S13 with it's hammerhead front wing). and I also agree on keeping it relevant and keeping spectators coming. the key to it's success is that fact that's it's really different and that the cool super fast cars are not so far removed from what typical enthusiasts drive and race. Keeping out the tube frame cars is part of that (I know revolution were an exception). People who go to eastern creek regularly for different categories will tell you we never get crowds like that. about the only thing in recent times that comes close is historic meets like muscle car masters etc and that's a completely different segment of the community. I really hope we see WTAC 2012 and at eastern creek again. as much as I'd love to see a new venue I also love being able to directly compare results to previous years. that makes it all the more cool (like Tsukuba has been in japan) and it seems to suit the venue really well. again, congrats on a great result and a great time.

i've used these before. they are pretty good. only problem is no warning levels can be set. they come with their own sensors ( they do not interface with standard sensors/wiring etc). they are nice looking and easy to read though but yeah I prefer gauges where I can set warning levels then they let you know something's up with buzzer and a light.

I dunno. this year John Unique Zed who came somewhere near the back of Pro class (3rd last actually) could have finished 2nd in open class. that shows me the classes are about right. in fact martin notaras who was second last in Pro would have been 2nd in open too. only the winning open time was really a pro type effort (being a full second ahead of 2nd place and a high 1:34). I think perhaps the top 3 guys in open should be invited to compete in Pro the next year. Having said that the winning open time would have only got him 14th place in Pro out of 17 cars (so 3rd last). 2nd place in open would have only been good enough for 2nd last.

I agree tyre regs aren't right for this style of racing. even if you did the guys with money just find a way to optimise their set-up to the limit of the rules. the whole attraction of this is that it's different to other types of racing. it's not an endurance event so let the guys use 10 sets of tyres if they want to. the average joe with 1 or 2 sets still has a crack. he can set his car up on used tyres and when the track is at it's peak and his set-up is dialled in, bolt on the freshies and go for it just like everyone else. and if you think about it there is kind of a limit there already. there are only 4 sessions per day. now assuming your car is running for all 8 sessions and set-up optimised and weather is perfect (even the difference between cloudy and sunny can knock a second out of the track) then you can still really only use 8 sets unless you go really hard and try and do 2 full tilts each session. even the Pro class guys use old tyres most sessions and usually have a serious crack with new tyres for the first and last session of the day (first cause track speed is there and last cause setup is dialled in and track comes back a little). so that's only 4 sets of brand new tyres at the most. I'd say most of the Pro guys used 2 sets of new tyres maybe 3 at most. open guys maybe 1 or 2 sets of new tyres with 1 or 2 sets of olds. like dave said, if you don't think it's fair that guys with the most money have the best gear then motor racing is not for you! luckily though talent, intelligence, and hard work can and often do overcome a big budget.

when I talked to John about him trying these I told him from the compressor map reading and research and calculations I'd done these "should" give -10 power with -5 response. Now it seems it's more like -10 (GTRS) power with -7 (GTSS) response. as simon pointed out they shit on my GTSS down low and murder John's own -10 set-up up top. that's a good thing in anyone's books. My guess is John will reap the benefit of being a pioneer with these (and my god he's been pioneering!) and will get some good on track results against other GTRs with -5s and -10s until they get sick of him shooting out of corners so much faster and buy their own 6258s.

thanks for posting John. helps clear things up. I was pretty close. Sub Boy, I'm really keen to see what you think of the TS 8374 with IWG. all the big ones (9180 and 8374) I've been privy to have been TS EWG and to be honest I really think the big revolution is in the IWG housings with their new IWG design. I'm sure it's a big part of why the small twins are such an improvement over older design IWG twins. yes the new wheels, integrated BOV etc are cool but the IWG housings are where I reckon the big change is over previous IWG turbos. I doubt they'll produce bigger IWG housings but they might. That market (high boost race type set-ups) is already served with the EWG housings I guess. for the less hardcore set-ups the 0.92 IWG housing should be awesome. I'm not sure I'm quite fizzing at the bung but I am excited to see how your car goes.

yeah it's pretty awesome isn't it? makes any of my set-ups look like rubbish to be honest. but don't forget this car has a hollinger sequential 6 speed box so those figures may be a little out either way. not sure on diffs but assume 4.1 or 4.375. either way they weren't changed between the turbo set-ups. nothing was changed other than manifolds, plumbing etc. Fuel = E85 (both set-ups) ECU = Link cams? yes (not sure which) dry sump engine built 2.6L RB26 I'm not sure we can attribute the gains to the changes in the exhaust. this car had top shelf gear to begin with when using the -5s and -10s. it had the 76mm tomei dumps (from memory it had tomei manifolds too but I'd have to double check), big front pipes and a very straight, free flowing 94mm exhaust. it still has the same exhaust but with new 3 inch dumps and the new full race manifolds. also, don't forget this car runs semi slicks on the dyno which most definitely gives a lower figure and it was strapped down very hard (again robs some power as when you allow the car to ride up on the rollers you get a much higher reading). sub boy, sorry I meant just the wheel inertia. bearings have little drag. obviously as you increase diameter of the wheel (and this goes for the comp and turbine) the weight increasing further from the centre line makes a big difference to inertia. so two small wheels can have less inertia than 1 big one simply due to how far out from the centre the weight is located. I could be wrong but I still maintain this. if you take 2 sets of equal turbos (as in same wheel tech, bearing type, housings etc) and use two small ones sized for 400kw and 1 large one also sized for 400kw, generally on an I6 like a GTR the two small ones will have better transient response and often better spool time too. there are lots of advantages to singles though too, easier piping, cost of one turbo vs 2, less weight (usually) and so on. and with twin scroll the gap narrows even further as you get the advantage that twins have of separating the exhaust pulses. there is no doubt these twins so far I reckon are the gun set-up for a street/track GTR. The 9180 was awesome on the R34 but it's an RB30 and big high mount turbo with twin ext gates is not for everyone. I'm sure it'll be good on a 2.6 too but maybe for a street car if you wanted a single the 8374 would be better. But right now I love the twins. very tempted to replace my 2530s with some.

no it doesn't. it has a crankcase ventilation system it also has a charcoal canister (fuel system ventilation) but that's it. no EGR. this thread is a waste of reading.

I get about 25km/h better response for boost and I'd say it's around 1,000rpm or so. but yeah pretty close. Not sure if response is better than -5s but it certainly seems to be at least as good.

I should also mention that the small twins make their airflow at a much lower pressure ratio than the singles. witness steve's car with the 8374, 2bar for 424kw, John's car with the small twins need only 1.5bar for similar power. Yes the twins also run out of puff a bit earlier too (single can supposedly run into the 40psi range where as the twins I wouldn't run much past 30psi or so) but for longevity of turbo-charger and engine lower boost is certainly better. have a look at the compressor maps and you'll see how different they are at similar pressure ratios. The twins make their peak lb/min of flow at much lower pressure. also, as a wise man pointed out to me. GTR's WERE MEANT TO HAVE TWINS! And they sound cool too. The sound of John's car at full noise powering out of Turn 1 warmed the cockles of my heart.

front turbo is low and quite forward, rear turbo sits higher to allow it's intake to clear the front turbos dump. pics just for you sweet heart.

not sure how it compares to Steves other times but compared to the GTR with twins (not much value comparing 2 different cars I know) they were a bees dick apart!