Piggaz

There is no way in this lifetime I would have believed a single would find its way onto my nugget.... It makes me upset that I spent almost a decade pissing around in the wind with twins. The whole "twins for response, single for power" would have to be the biggest myth in GTR world. Downlow - single belts it to the moon Transient - pfft. Not even worth talking about. everything that twin guys "claim" twins are better at, yeah nah! 1.05 ain't too big at all. 0.92 just seems silly and retarded.

It was a sign! For a moment you only had one turbo!

Not released yet ya clown lol

Not about mine. Yours! Pick up for mine is sometime this week. Needs a wheel alignment before it goes anywhere!

You got a date?

Not really. The Lancer on a cold night was starting to get exciting!! Now it's warming up, the AC is back on. It's a nug now :(.

A 9174 would just make the EGP pressure issue worse and in my mind it seems like a bit of a GT RS shit going on. Not that it's horrendously bad (It wouldn't be no twin buttplug pressures), That's NOT a fix. Maybe beccause it's actually being monitored and having all the data there it becomes " an issue". Not just being ignorant and "she'll be right" Being realistic, a 460-500 KW GTR is no slouch. Much more and you start going down the driveline busting bullshit again. The whole idea of this was to make it more reliable and have the engine happier. If you want to fund a 9180, I wont say no I just drove it and to describe it in one word, DUMB! It makes an absolute mockery of the -5's...there is NO downside. Breathe on the throttle and it's just soooooo zingy. Between gears (I was still clutching in between shifts as it was sensory overload) there is NO lag. "Twins for response"... pfft. It's all the stuff that a WOT dyno run doesn't show thats the standout. It's ready to go at almost any RPM. So lively and peppy! The plan is to run it up tomorrow on E85 and see what it spits out. Scott did say depending on what it's doing, he may sacrifice a bit of top end and taper the boost back up high to extend the power band. Scott is going to SEMA so if he can grab a 1.45 AR rear housing we will put that on and advance the intake came to bump up the low end. Can't advance the intake at the moment (still set to 0/0) as even now Scott is holding the turbo back down low. Really, even if I lost a tad it wouldn't be a great deal anyway. Exhaust is nice and quiet, even when up it. Going by the temps we are seeing before and after the compressor, its more than happy and have some left up our sleeve. Turbine speed will be wired in tomorrow (were waiting for a plug). Gearbox is still pissing out oil!!!!! I need to make a catch can that drains back to the filler plug. Frustration level's 10/10! I forgot how cranky the bloody diff was when cold! It needs a wheel alignment before I get it back, it's all over the shop! I rolled it on in 3rd and no problem having the wheels chirp in a straight line. Driving a sequential without a gear display is bloody interesting also. The display powers up but because we have changed the gear position sensor it no longer reads. Will fix!

GT block NAPREC head (1.5 mm OS valves, intake squish pad removed). HKS did the porting. Tomei 2.8 stroker (9.0:1 comp), 0.9 mm head gasket, 28 thou squish clearence. Nismo intake plenum 6 boost exhaust manifold, 38 mm gates, 8374/1.05 snail. 4 inch exhaust with SMB mufflers Emtron KV8 ECU. Bosch 1700 cc injectors. Hypertune intercooler. 680 x 325 x 100. At 4000 RPM the -5's were at 220 rwkw. The 8374 makes 300 awkw.

. Nope, engine remained untouched. Cams weren't even touched between the -5's and 8374.

Brakes are sorted, mate. 365 mm 6 pot fronts/350 mm 4 pot rear alcons. Need to change the front pads, the ones in there are woody nuggets! Suspension and arms are all sorted, although it needs a wheel alignment. The whole rear end has been out to replace the sub frame bushes. Cant believe I'm out of rear housing. Quite strange that the 3.2 and 3.0 can go to 8000 rpm but the little 2.8 cant. I suppose those polished ports ain't so bad after all ;). I have in my head the 1.45 isn't a straight bolt on. The housing absolutely MASSIVE!!!! Adrian (bloke from Insight) said if they made a 1.6 you'd put it on haha. Data is showing 46 Psi in the exhaust manifold. Im heading out tomorrow to sit down with Scott. Grab as much data as I can.

Go put a 6258 on your car.

Update time!!!! Fuel is E56 only Still not bringing it on as hard as possible, just letting it come up as normal (not tuning via turbine speed YET). Turbo is a EFR 8374/1.05 AR turbine housing. 300 KW at 4000 ish, 461.5 KW at 6000 RPM then it falls over. I didn't see this coming but the issue is the turbine housing is too small! The next size up is a 1.45 AR which is the same housings they used on the indy cars. They were saying that the head is just breathing like a weapon. Funnily enough, both Petes and Intune's car were able to stretch to 8000 RPM even though their engines are larger! For the time being I will take it back and enjoy it for a while. If I put the 1.45 on, Scott thinks it will see 500 KW and make even more through the middle by 20-30 KW. However, i'll lose a tad at 3000 ish RPM. I suppose I better get used to short shifting. Lucky I have 6 gears. For those of you who are hooked up on boost numbers, 25 psi at 3850 ish RPM but that will improve again. Pretty sporty for a lazy, laggy single turbo

https://www.rhdjapan.com/tomei-metal-manifold-gasket-intake-rb26dett.html https://www.rhdjapan.com/tomei-metal-throttle-gasket-set-intake-rb26dett.html Job done.

Have seen rear housing cracked. Both Nick and my -5 had shaft play through the roof. 10,000 km old and 5-7000 km old. Front was pretty good, rear's were rooted. The nug cages of the older - cores can't cop the abuse. (I believe the current ones you buy have the metal cages from the GTX series). I suppose at the end of the day, especially with E85, guys are pushing harder and harder (I'm guilty of it also with the -5 setup) and it's just burning the candle at both ends. More, more, more! 9.5's/10 the rear will go first, it works harder. Go back to 2005 and a baller result on -5's was 350. Now it's 450. As for rebuilding turbo's. How often do you rebuild them? 618's on a 2.6 would be woeful around something like Wakefield.

Lol. When are you going to man up and buy one. Piss off that nug PTE ?

Meet Ernie, Ernie the EFR.

Whatever 125,000 Rpm is. It will be higher early on then taper off as the engine consumes more air. So. Bring on 125 k ASAP and leave it there. Boost, who cares but at guesstimate, 30 ish psi as it comes on (late 3000's/4000 ish) and mid 20's at 8000 rpm. With any luck, hopefully less "boost".

400 kw at the track is -5's. Minimum. Can't expect -7's/-9's or whatever to last at high 300's at the track. Shit will be glowing red, melting. Kinda have to "relax" everything considering the punishment. "Intune's" R33/RB30/-5's/e85 which was making 424 rwkw lasted 6 laps at Sandown, rear turbo popped. Pulled them off and it's was totally rooted. My -5 setup lasted 2 trackdays (which they were turned down) and no more than 5000 road kms. Rear turbo was cactus. A street car making "x" with everything wound up ain't going to last long hauling ass up mountain straight lap after lap. Forget -9's buttplug's. If you want 400, you NEED -5's at a minimum.

Would last 2 laps...

I believe Scott is spending all day on it today. No idea where it's all upto apart from the information I've posted. Cant see it making anymore than 480 awkw. That's as much as Scott has seen out of a 8374.

For how long? Not very ? realistically, a set of -5's should be pegged at 410 ish for trackwork. Heat, heat, heat.

Yeah, go for Laughs. Turbo isn't the size of a small planet and I don't have three on the tree... so will get pumped!

-9's won't get anywhere near 450 mate. -7/-9 are close enough to each other they're not worth discussing the differences really.

They're smaller than the -7's and journal bearing. -7's would have been better.