DoughBoy

Pete's got the software Craig, he got it a few days ago.... but it's been funny to hear you talk about your dongle and stuff, such an erotic word.... dongle.

As ylwgtr2 mentioned, maybe a Tackleberry clutch is in order for those high shooting motors?

That's assuming the GCG huge flow can support the additional boost.

If you hit red, red, black, black, red you can make some serious money. The pros do it like that. So no need to worry about the dongle, with the extra money you can buy a Wolf.

It got eaten by the disgruntled few. They fear change. They don't like new.

Got some stats of the ET 102 bowser fuel: RON: 102 MON: 90 Density: .778 Oxygen: 2.7% Going by those stats, I guess it is slightly above Elf LMS but down on oxygen content on the TurboMax. What's the price on LMS?

R34 N1 turbos are exactly the same as HKS GT-SS.

I'm not sure what information you're referring to, but ATP has released several unverified and questionable documents before. I don't know why they didn't just publish the Garrett comp map for that 71mm/56trim wheel, the only conclusion I can make is their one looks alot more impressive (and will sell alot more units). As for the dyno data you can cross reference what the 2835's have made on the dyno locally, and it appears to be believable. Have to take everything with a grain of salt, and do some homework to back up data alot of the times..

I think that the results they have shown in their dyno graphs is pretty realistic, B-Man was maxing out a 2835R with near 290rwkw so it could show 400hp at the wheels with some tweaking of the dyno or car. Don't get me wrong, I think the 2835R/3071R turbo is a great combination, but if you think it's going to flow over 500hp worth of air (as per their map) you might be a bit disappointed.

That GT3071R map is bogus, I wouldn't put too much faith in a comp map ATP knocked up to sell their "new" turbo. Funny that ATP are merely copying the turbo matching from HKS and then marketing it as their own private concoction... the 3071R is a 2835R specc'd turbo. FWIW the real Garrett comp map for that 71mm 56 trim compressor is floating around, it peaks at just past 40lbs/min.

1) No ANDRA license necessary 2) Doesn't foul O2 sensors 3) It's legal in all forms of motorsport (yeah I know, you're a rebel and will change rego plates blah blah blah anyway) 4) It helps to actually know something about fuels, I admit I don't know much but it would be easier to retune your car to make use of 102 octane rather than 116 by advancing the CAS or upping boost. Or putting in more NAWS. 5) It's about half the price ($3.85), you don't need to muck around with mixing fuels or trying to get accurate measurements. Or paying someone to do it for you. The VP fuels are pretty awesome, but if you're going to use that much fuel you've obviously got a pretty serious engine, and wouldn't be looking at a fuel available at the bowser... of course you're already ANDRA tech'd and have all your licenses in order... right Mirkov?

Sheesh John finally gets through a day of motorsport without his motor imploding and he gets a bit cheeky!

An address if you want to try the 102 or 110 yourself - ET Petroleum 47 Lakemba St Belmore.

1) Timing 2) Weather correction stats

Nice effort Tristan, for a street car that's more than enough power - especially in a 2WD. That dyno mpg shows a few things which have been a source of questions though. I can recall Paul or Steve saying that the reason why intake temps are so high on their dyno is due to the fact they run it with the bonnet shut. That run clearly shows the bonnet open, and if you look on the dyno sheet it shows the intake temp up at 63 degrees. To the best of my understanding, all dyno's record an uncorrected level of torque, then reference that to RPM and calculate power. After that primary calc is done it then factors in the correction, which is based on humidity, temperature and altitude. I know that's a basic rundown of the whole she-bang but for the sake of this arguement it will do. If you run those weather conditions through a dyno correction calculation it actually multiples the amount of power recorded, mainly due to the extremely high intake temps. Hang on will do the math and post the actual correction factor. So just a quick question - where is the intake temp probe situated? Don't be hasty and think I'm having a go at the car, it's owner, the workshop, your pet etc. I'm more interested in the correct way to extrapolate consistent data from a dyno, moreso than what is currently being shown. Attachment of the graph: http://www.skylinesaustralia.com/forums/at...achmentid=25240

A friend of mine owns E/T race fuels, they have their own service station located in Belmore, Sydney but are setting up a distribution network across Australia. He's developed both a 102 and 110 octane fuel, unleaded and legal for sale and use in regular production vehicles. At the moment you can get the 102 at the bowser at his service station, or in drums. Pricewise it's $3.85/L (or was last week). In drum form it's a little bit more expensive to cover the cost of the packaging. He was saying the main customers he is getting are from racing groups that have to use a freely available, legal fuel (something similar to N1/homoglation rules)... apparently alot of rally teams have been cashing in on it. Ratings wise for determining the octane rating needed was loosely based on Boost(bar)*static comp ratio, with 13.75 being the max for 102, and 110 past that. How much past that I don't know... I've got no personal data on the fuels either, but will in the near future.

Put rego on your Zed and see how it goes at Drag Combat early next year. I'm sure there will be some stout cars ready by then. But if you want to talk about unregistered race cars I'm sure Theo or Keir will be happy to entertain you.

Uhh dude, did you go and create 2 new users, then ask a question and answer it yourself?

Hahaha so I thought that if that was so you would have cracked the 10's no sweat?

Doe he have a Jim Berry clutch?

330kw = 442.5372hp! Dunno how many times I have said this....

Does the car have a Jim Berry clutch?

I've got both R32 and R33, but I'm not sure that either of them are right for the application

Hate to burst that bubble of yours, but the only time I got to line up against you well.... the Zed didn't appear to have the goods

IIRC Paul's motor was winning dyno comps and had incredible amounts of power on standard injectors. Again, everyone called b.s. on it, and pretty soon the motor carked... then it reappeared with GT-R injectors. So why the upsize on the injectors? Since the motor was "unbreakable" and utterly "reliable" on standard injectors with "loads to spare" why put in larger injectors? Why did the motor fail in the 1st place (no not the bent rod failure, the previous one I think it was a ring land)?