s2d4

pretty sure rips r34 gtr was full trim.

why not use the factory shroud and clutch fan? Do I need to take picture for you that the mounting points are off for a reason?

Not sure about that one, the chinese cheapo could most likely be rated at 12Vdc. So this would be the difference like you'd have between a cheap kettle and an expensive kettle but are both at 240Vac. From my understanding, difference between 12Vdc and 240Vac is very different in circuitry and the equipment would need built in transformers and rectifiers to run 240Vac on 12Vdc. You would need inverters to run 12Vdc to 240Vac... In both cases the packaged equipment would have to be fairly large to accomodate this set up. Just take a look at the power supply for laptops.

If it's a circuitry fault then that applies to the twin pump set up too. Now if it is an instant dead pump, then the reliability factor comes into play. Build quality and the level of wear if you are maxing out your pump. Are bosch 044's that unreliable? The stock pumps seem to last quite awhile and the specialised bosch motorsport line seems to be of better quality ? What are the characteristics of the single pump on its way out that you would notice? The two cases you saw, one of them is void since it was incorrectly set up. What was the other one?

What you are saying makes sense, in addition to what you've mentioned I think using some knock control on the ecu and fuel pressure activated ignition cut would be good too. This also applies to the single pump set up as well. Thus a twin pump set up with these precautions engineered into the design should be fine. An bosch 044 apparently supports around 600-700hp, this is somewhat odd to me as the japanese pumps at ~265lph is rated at 550ps. So lets say you have two 044 pumps supporting 660, this would be ok?

You may be right I guess. Its just that the ebay one is rated at 240Vac... and what we need is 12Vdc.. Maybe the electrical boys can chime in on this one.

So lets factor in both cases for either the one pump and two pump setup after the 500HP mark where the uprated japanese in tank fuel pumps lose their reliability? Then factor in e85 adding 30% to the fuel requirement so effectively matching flow requirement of ~660hp on BP98. Living on the edge here doesn't really help of course. One pump Instantly die:Motor shuts off, could be at the peak of the power band. Slowly die:Eventually leaning out at the peak Two Pump Instantly die:Motor still runs, leaning out at the peak Slowly die:Motor still runs, may take longer before leaning out at the peak is that how the scenarios would pan out? which one is actually better.

I think I've just found the problem after having a quick look at mine. The welding locations on the koyorad are perfect for the stock fan shroud. The mishimoto fans are made for their own radiators. Therefore, the combination of these two facts means you have two parts that weren't made to fit each other.

Ok fair enough, so they sold you a genuine radiator that won't fit and u can't return it cos they went out of business. Are you sure the electric fans are suited not only for the mishimoto radiators? Their website didn't mention that but they said its made for their radiators. I guess fans can be made to fit with the right fittings. As for your problem, sorry. I wouldn't know what to do in that situation. If its that far out and whatever u do from now will only make it look ugly, either live with it as it's functioning properly or buy one that actually fits.

so how does it fail? does the flow rate drop over time or an instantaneous dead pump?

you may have purchased a knock off product. Mine fits with no modifications and still used the original engine fan on an r32 gtr. There were some mentions of the knock off products on the gtr uk forums. After a quick look on mishimoto website, the mishimoto fans were made for their mishimoto radiator with a core thickness of ~39-40mm from conversion.

Wouldn't this be the same if you are running single? if it doesn't switch on due to faulty circuit that would be the same as twin pumps. If you have one pump and it fails, wouldn't you still run into that problem at the top of the power curve?

Just wondering, what are the cons of the twin pump setup?

bulk head fittings and teflon lines will solve that problem with fuel smell. Check will solve that high pressure to low pressure problem. if one pump fail, at least one still works so u can limp it around to get it sorted. not likely with the one pum setup. complication can be good if the kinks are engineered out as u'd have the benefits without the downfalls.

absolutely not. wrong voltage rating unless u plan to run 240v in your car.

Yeah, that is what I was referring to purely because what he said didn't make much sense. I think 400-500 on an extra pump, fittings and lines for a peace of mind is better than a mega dollar engine gone down the tubes...

Fuel surge around corners on the track? this doesn't happen at the drags? Separate relay to power the pump? why is this bad? As for the complications, what complications and issues were you refering to?

I hope you haven't bought that one off that ebay link coz the one he is selling is the wrong model.

pretty sure the vipec's launch control is based on speed. As for flat shift, I only know of the bosch shift sensor setup.

What about the actual quality of the pump? 044 seems to be the industry standard for feed pumps? As for internal, the 044 can be mounted internally too, either as a lift pump or even inside the surge tank as feeds to the rail.

You may as well spend the extra 200- 220 bux on the pump that will give you a piece of mind plus you can always go e85 after if you feel like it.

Yeah, I am well aware of the one hour auto-tune gremlins hence the change in workshop and tuner. Don't mind paying more if I get what I had paid for, I would have been fine if he gave me an hour estimate as oppose to saying we did a FULL day on your car and we need two more days on top.... At this stage I was thinking, I really hope he is not thinking of charging me 8x3 = 24 hours for tuning.. The engine would probably die if its run continuously for that kind of hours doing dyno pulls. It was good that elite racing provided a real estimate of what it should be at the most. Like I said, there is nothing fancy on the upgrades.... bar the Vipec

I still haven't got the car back so can't tell you. The dyno's oxygen sensor broke and they were replacing it when I was there yesterday. At this stage, I am looking at 10-12 hours but I am not quite sure if that is acceptable since I don't want to pay for their learning time or other extra hours due to dyno break downs. btw, I spoke to the tuner directly since the owner wasn't there yesterday and he said that he has never done one before. So unfortunately, the owner was telling me bs about having done one on the evo

because of this! http://www.rhdjapan.com/cusco-bcs-kit-nissan-group-b-10799 Best offer for BSC is 50 delivered to WA

*sigh I pm'd you two days ago about the fuel pumps at that exact price!