raist60

Sorry maybe I dont Interference: Pistons can meet valves when they are no longer spinning in sync Non-Interference: Pistons physically cant reach the valves no matter what Thats what I thought. Can you enlighten me?

I made the ever so clever mistake of having my timing belt off while bringing the motor round to 0 deg, lol. And i can tell you my motor is not interference. As i was able to spin the crank freely whilst bringing it around to 0 which i actually did twice because i had missed 0 by a long shot the first spin. So i would assume with my engine, (8.5 c/r, standard deck and head, JE pistons) is non-interference.

Did about 100 k's before I pulled it for an 044. Been sitting in a box for a while since then, pulled it out tonight and gave it a run and confirmed it works fine, so its for now for sale. $200 plus shipping for anyone that wants it. Cheers K

Yup

Mobil 1. Going only by the factory gauge im having exactly the same pressures as you, if not slightly more. My motor still works?

I wouldnt say thats necessarily the case in my opinion. However i dont work on gearboxs so i wont argue.

I reckon it sounds like your 5th syncro is now in a pile at the bottom of your gearbox... This might help you make up your mind http://auto.howstuffworks.com/transmission.htm

That graph looks funny... torque is exactly the same shape yet power is a completely different shape on those 2 runs. Ie. The actual torque curve has stayed the same but just gotten higher, yet the power has changed from flat to a proper curve... edit: actually no im just looking at the wrong plot, my god that first run looks like a push bike with a drunk dude peddling

Change the fitting. I lost an exhaust side bearing in a gt30 using that banjo with pinhole in it. I now have a GT35 on mine and i have used another banjo fitting which has a larger hole. Garrett turbos have restrictors in the chra.

Would say you havent fitted a 1 way valve at the pump to stop the fuel from draining back, leaves heaps of air in the line, hence long prime times. EDIT: Actually didnt read that it was intank... above doesnt really apply. Oops. Also if you suspect its a priming problem you can test it, in between ON and START position on ignition it will fire fuel pump but not crank. Try holding it in this position (you'll hear the pump relay click over) for 5-10seconds before starting and see what happens.

Morgs: Americans actually use a different octane rating, they have MON (motor octane) we have RON (research octane) his 93 MON is actually the same as our 98 RON. http://en.wikipedia.org/wiki/Petrol

pnblight its the other way round. If the signal from watertemp goes missing the car keeps enrichment on at all times and runs like a pig at idle as well.

Have you checked your actual ignition timing properly? If you just marked and re-installed then it will be wrong. They keys get whacked in pretty roughly by tomei.

Standard turbos have a restricted banjo fitting on the block side. Just re-use that banjo and your restrictor is there.

A lot of us use the RX7 injectors in the RB25 Inlets without any trouble and they look like exactly the same body (different plug tho). They fit straight in but sit a bit too far out. (Still works alright but makes plenum clearance a problem) so what you do is just buzz out the actualy injector pintle hole abit to fit the larger neck.

Be a well matched turbo to that engine, a little on the large side maybe. .63 might not take him up to 240, probably 220 if was to hazard a guess, but none the less the .63 will make it more responsive on the 2 litre.

OMG Witty retort of the century. Credability -> :headshot:

Base pressure 40 psi. On boost 60 psi.

Funnily enough Ive seen 86% duty cycle on my 550s at around 320rw on a non-perth dyno. Maybe its coz we are running FC's?

Ok so i got bored enough to actually do the maths and this is what i got... Inj CC/Min Inj lb/hour Hp/Inj BHP 370 35.23809524 70.47619048 422.8571429 550 52.38095238 104.7619048 628.5714286 I got the formulas from http://www.rceng.com/technical.htm Im no mathemagician just wanna show you what the maths says.

Now I definitely think you aint running 370cc injectors dude. Wow! Less than 90% duty cycle on a 370cc injector (which makes 333cc best case) with 300+ rwkws. CAWWWW!!!!

what kinda nut runs his engine at full throttle during warmup?

Ive read in numerous places that an injector over 90% will suffer the following 1. Coil overheats, the size of the windings in an injector coil are very small they were never meant to be on 100% of the time. Fuel flow cools an injector but being held at 100% the heat from the coils will far outweigh the cooling capacity of the fuel in the localised area of the coils. Leave them at 100% for too long and they will smoke. 2. At over 90% on almost all pintle injectors the injector will inevitably hit a static point were the injector hangs at half open half closed, which will actually have a hell of a lot less flow than an injector at say 75%. You do the maths high duty cycle then BANG into static half open position will cost you a motor. Both are documented if ya wanna go hit google. Peace

then why does everyone suggest not running above 90% duty cycle?

Ive never really looked at a GTR Bov, but Im struggling to see what in a GTS BOV could actually let go? Diaphram is maybe the only thing i could see going, but other than that the simple design of the GTS BOV makes it quite good imo. Oh well each to their own.