Piggaz

Got a sheet to throw up?

Having had a L Jetro FC with Nismo AFM's, a Link G4 (Map) and now a Blackbox (map) the difference on light load "crispness" is night and day. The FC feels like an old dinosaur in comparison, so although in theory the AFM's should be better in that area, it doesn't mean it always is. A mate went from an Autronic SM4 back to an D Jetro and found exactly the same thing.

Still going to part it?

http://www.learntotune.com/discussions/topic/twin-cam-high-comp-rbs-squish-pads-and-pre-ignition-on-e85/ Have read this before but I thought I'd throw this up.

Haha!!! No, I haven't spoken to RAMS at all yet. That may be an idea. Unfortunately it is a subject that only a small % of the forum would have first hand experience in. Even sniffing around on google you can't get a solid answer.

There is no farken way I'm putting a bent 8 or a Ford engine in a GTR. Apart from it being the "wrong thing to do" that just has a roll on effect of gearbox issues, wiring headaches and just general shitness.

Rightio guys. I'm after some information about the pro's and con's of retaining/removing the squish pads in RB26 heads. I've had a bit of a sniff around both SAU and the UK forum and the opinions are very inconsistant. Some guys almost puke at the thought of removing them, others swear by it. On my current engine, the head was ported by HKS Japan and combustion chamber CNC work was done by NAPREC Japan. I had the option of A) leaving both in, B) Removing the inlet, C) removing both. I chose B and I can't say it had a negative affect. The car definitely drove better from idle to redline than the previous head which had both pads in, throttle response was like a lightswitch. It seem's that the pads are there for emissions and fuel economy, two things I couldn't give a toss about. What i'm after is the best performing combination. The extra space in the chamber is easily sorted by a piston to suit so the disadvantage of the compression ratio dropping becomes a mute point. When I was going through the build of the last head, it was advised that above 800 HP to take both out. I have noticed that JUN also do this too. I also believe the Porka 996 911 turbo doesn't have squish pads. The rough spec of the engine will be - Engine capacity of 3.15 - 3.4 L - EFR 9180 (more than likely. I believe the 8374 is going to be too small for such a large donk) - Comp ratio of something between 9.0-9.5:1 - Cams undecided yet. Possibility of V cam. - Max RPM of 8000.

"Daz" is. Currently getting built. That's with the bigger 0.84 rears. Should be fun.

I suppose looking at a line on a piece of paper only tells half the story.

Found it! Dotted is 63 mm in -5 housings Blue is -5's Both on E85 Both 2.8's

I've plotted it over my graph which has rpm. I'll dig it up tomorrow for you.They are on 2.8's though.

Yes.

MMM testing!!!

Simon did a back to back with -5's and 63 mm GTX wheels in -5 housings. Made an extra 90 hp through the middle and 50 up top or so. I have the graph in my phone somewhere. I'll post it up this arvo after work. That was on a RP 2.8 though. I'm sure those results are on the GTX thread. Go back about 12 months.

Mafia, are you planning on stroking this at any stage or strictly a stock engined car? If not, a set of -5's and a step 1 v cam which you can use with stock pistons will definitely help you reach your goals.

You've picked goals right in the middle of everything that's "off the shelf". Difficult customer!

Ah FFS. Didn't read it properly.

http://homepage.ntlworld.com/tbroom/Turbos.htm According to this the AR's are different between -7 and RS's.

Surly a 63 mm wheel would be ebough for 500 kw on the correct setup?

OS GIKEN 80W-250. I run it in my Quaife front and Nismo GT pro rear. It calmed the GT Pro down by 90%.

Prob take me that long to find a car.It's not like I can't drive it when it arrives.

Because the bloke that wants it, wants the head also.

Nope. The same head (still need to work out if I take out both squish pads or just the intake like this one had), OS 3.15, V cam with a EFR 8374 or 9180 hanging off the side of it. I just need to sell this engine first so I can order the bottom end and get the head started. I spoke to Marcus last night about it all. I'll just buy a brand new stock head in Japan to save shipping costs and do what needs to be done over there. Cams, springs, retainers and assembly can be done here. Plonk it on the bottom end and just wait for the right car to pop up. Box, brakes, ECU, intercooler, front and rear diffs, suspension arms and suspension itself will be taken from the 33 as it all bolts straight in. It's always been the plan so the effort that I've put into the 33 isn't in vain. Pretty much the outlay will only be for the car itself. 90% of the parts I either have or will be already covered by the sale of what I have now (IE engine). If I put the box in the 33 I'll just never do it so it's pretty much a now or never. I did some rough calcs assuming I used the same head as I have (intake squish removed only) and assuming a 0 deck height (still waiting on confirmation from OS GIKEN as to what it is) with the Nismo 0.9 mm gasket. Compression was 9.88:1. Sounds good to me with it running on E85. On petrol I'll have to pull boost out of it but who gives a shit. It's not going to happen overnight but there will be no shortcuts, "hurry I need to make an event" or "rushed jobs".

Mines cars has short diff ratio's which gives the illusion of "response".