Cubes

Nice... Not sure about the big donga's though. lmao. Where's the dyno scan?

Mines current tuned so that the afr's are @ 14.2:1 during closed loop, out of closed loop until zero vacuum it runs 13:1, on boost it runs 11.8:1. I'm going to try and run it as lean as I can (being as close to 14:1) up until ~2psi then drop down to 13:1 for up to 5psi then down to 12's from then onwards. When I say as lean as I can I mean depending on drivability. I don't mind a little doughyness as the 3ltr pulls well and drops out of vacuum so easily. Unsure how it will affect economy but it should help, I'm currently nudging 470km's per tank if I drive nice, if I decide to give it stick every so often damn it sucks the juice, it easily sucks 70km's out of the tank. I'm sure many of you are aware, theres a german bloke on the rx7 forums who has made a datalogit type box and written software for it. The software looks pretty damn nice with some excellent features the datalogit is missing. I.e autotune and an improved recal base function to name a couple. Its 'almost' finished, he now has it working with the AP R32 RB20DET pfc so well.. Awesome news for me. If your keen to have the software working with your pfc head over there (google rx7 forums and head in to the pfc section) dload the latest version hook up your datalogit box, load his program and select scan, then email the file to him.

It doesn't work like that.

Not really.. you can adjust when it falls out of closed loop and what afr it aims for. Obviously the flexibility depends on the ecu. The PFC in this area is a little restricted.

Don't worry.. I don't understand it myself..

I think the question here is: What really is nothing? If it were nothing there wouldn't be something.

Nothing wrong with having a daily driver that you able to plod around in traffic, return good fuel economy then hit the track on the weekend and make up for all that plodding around.

Its possible the afm pfc is tuners are lazy and don't fiddle as much where as the djectro tuners are required to tweak and tend to lean it out a little more under zero vacuum and carry it over to a couple psi of boost.

The two used filters I compared (chopped up) I would have a cooper over a ryco. The ryco looked as if some of the pletes blew out, if that makes sense, not blow out as in dissapear but a few had wide spaces between the pleates while others were very closely packed. Basically this is how I would rate oil filters. Nissan Purolator PureOne Purolator Premium K&N Cooper Ryco I havent chopped up a genuine nissan filter yet.. But will do soon to check it out.

Happy B'day. Looks nice, when will you get around to putting all the bits together? Not going to be like the 'real' R32 is it... You know.. that hks manifold sitting shed.... the bonnet and guards that are sitting in the shed. hehehe lol Happy B'day.

The idea behind the bigger exh. housing is to allow less back pressure. Less backpressure = higher volumetric efficiency at high rpm. In otherwords, less backpressure = better cylinder filling = less boost required to make the same power.

swappedturboegg, Have a re-read of what I said regarding valves. They are the same. Using DET inlet VCT cam in the non-vct head is not suitable as the centerlines are completely different.

That really is the biggest selling point of the PowerFC. Its so easy and quick to tune + many people know how to tune it.

Sky30's R32 really needs to be seen to be appreciated. Its a really nice clean straight R32 with performance to match. Not many R32's out there running 12.9's.

Sorry 3lit3_32, If your re-read my post you will see I was talking about the R32 RB25DE head, after all that is what this thread is about. Not the RB20det head.

I've seen R32's with supposive 60,000-100,000km's on the clock that look in worse condition (interior wise) than my 206,000km R32.

bah load of crap thizzle and you know it.

Looks like it got away from you a little there Bu5ter.. lol.. Awesome... Whats the rev limit at?

Its all the same providing you select the corresponding afm from the airflow menu. What determines the load points is the airflow reference table. That is seperate from the airflow curve (which is what you select when you go in to the airflow menu) So... If you run out of load points you will have to have a datalogit hooked up and possibly drop an rb26 or custom airflow reference in there. UNLESS you tune the last load point for peak power which really is not too good for transition power as when it intially hits load point 20 it will be running rich and not optimal timing, until the airflow gets up to where the vales entered are optimal. If that makes sense. BUT it may flick past that point so quickly it doesn't really affect it. On that note Bl4ck32 was maxing out the rb20det airflow reference as a result hitting load point 20, he made 200.4rwkw, dropped the rb25 airflow reference in to it and made 218rwkw at load point 16 I believe it was. Also... Load point 20 at 2000rpm isn't say 200rwkw, it may only be 130rwkw, where as at 5000rpm it will be 200rwkw. So if your running that nice little supercharger thats making a heap of low down power you will be maxing out the airflow reference much earlier. This is why the Rb30DET's when running the rb20det airflow reference table can only make 200rwkw before hitting load point 20. On the rb20det however they easily push 230rwkw or so. Hope that made sense. Can't be buggered reading it to make sure it does. lol

Yep codecs installed all sorted. Looks as if it pulls pretty hard from 4000rpm in second, thats impressive. Not to mention the sound.. Awesome, if only you could wind it out. The load points... You work your way to the map trace and if my memory serves me right you hit the right arrow. That will then highlight and leave hightlighted every load point touched. 200rwkw is around load point 15 at 5000rpm. 175rwkw is around load point 15-16 at 4000rpm.

What load point is it dropping to? Thats more of an indication as to what power its making. I can hear the car but no video, what codec was it encoded in?

What exactly do you mean by that NIB? I can understand if you are only after a solid high km street use 250-300rwkw then stick with a nice comp ratio running cast pistons, std rods, nice bearings, crank collar if required with a sensible pressure oil pump, comp ratio suitable for pump fuel while keeping rpm sensible. You wouldn't really want to run forged pistons with huge bore clearances for high boost/race applications, high pressure oil pump, high rpm anti-cavitating water pump etc. Is that more so what you are trying to get at? Clints R32 example, the car was built specifically for track high rpm use, the entire thing is gutted, forged rods, pistons etc he has gone to the extent of running a fuel cell. It has been setup for race use the serious way, its not for street use. I believe Martin tuned the Motec. I still believe aftermarket cams in a stock comp ratio'd rb25det on pump fuel with a gt30 hanging off the side is the safest way to attempt 300rwkw. Improving the heads ability to breath helps it make more power on any given boost level. This is a good thing to aid reliability.

Success rate with regards to?

Who ever said the R32 RB25DE head has smaller valves etc has no idea, they are making an uneducated GUESS. I believe I saw some one on NICOClub in the RB section making these claims. The R32 RB25DE head I have has the same sized valves as the R33 RB25DET head, exactly the same. My combustion chamber cc'd up at 62.2cc's which is also basically the same as the R33 RB25DET head. The valve springs are lighter as it is a non turbo head. I have GTR springs going in to mine. The ports are a different design to the R33 Rb25DET/RB26 and they are only slightly smaller but still considerably larger than the Rb20DET ports. The R32 heads have no issues cracking 400rwhp running stock cams, plenum and inlet manifold.

Another GTR hey... lol Why would you run the inferior rb25 head when you have an rb26? Rb26 springs in to RB25 are fine RB25 springs in to rb26 is definitely not fine. The RB25 springs are shorter and are not suitable for the rb26.