XGTRX

What's the issue with the 33/34 gtrs?

Sorry misunderstood. So how do -5 setups go around Wakefield

9 secs a lap slower!! Something else must be going on there. Can't believe a -5 cammed GTR with better suspension and tyres is going to be that far behind. How can this be??

Didn't they use that weight penalty to improve their suspension and chasis too?

Spot on. It would be nice to have the resources to have a collection and whip them in and out to suit the track.

Is that the same scenario at higher speed tracks

You guys talk as if it takes 5 mins for -5s to spool up well it doesnt, and for those 2 corners on a track where this scenario happens your right but for the the rest of the track a stock gtr will get slaughtered everything else being equal. About the revving i was just saying, but change gears at 7k and -5 will still be on song. Changing gears at 8k is not the issue, its when you hold it there around corners things go pop. I think the Group A cars were limited to 7k as part of the regulations to give the V8s a chance....correct me if I am wrong. r32-25t was talking about 70s car of which I did have and i stand by what i said. EFI cars are better but a cammed LS1 manual is still a pig to drive and you still have to rev it well above 2k to get it off the line smoothly and stalled autos have a minimum of a 3500rpm stall. So my point is don't even talk about torque under 3-3.5k because a cammed v8 will never be there unless the converter is slipping, and a manual is still surging at 2.5k ha ha I was exaggerating sorry. But my carby HJ with a pretty aggressive 350 chev wasn't far off

Big cammed v8 idols at 2000rpm just to keep it alive and usually has a 4-5k stall converter in it and still is a pig to drive. Yes a correctly tuned rb26 with -5s is on song at about 4k and ramps up quickly.

The difference being is they are NA motors high compression with more than double the capacity but you put big cams in them and they WILL lose bottom end be a pig to drive and struggle to make 300wkw, force air down their throat and its a different ball game. But they can only rev to 6800 safely A 26 has -5s and cams and has been tuned for mid range....at 4k it is in its sweet spot and ramps all the way to 7500- 8000 safely. rbs need to be revved for the low capaciy low compression engine to make the most of -5s. and get pretty close to 380wkw, much nicer to drive than a cammed v8.

+1 buy it, you wont regret it

Spoke to a few varex exhaust installers and they recommended not going down that path. They said the 3.5 inch canon had inherent issues when closed. They said when fully closed when cruising or in peak hour traffic, they became very hot because the gases were diverted through the muffler 3 times before the were expelled and they recommended that you would have to continually open and close the valve to help it cool down. This heat issue was causing overheating and failure of the valve motor. The larger oval type muffler did not have this problem. So I suppose it best to stay away.

Agreed By 4K they are definitely on song if the cams are advanced enough

its not that bad. its a funny feeling though when its all out of wack. just drive it slow. If you want it all fitted up i think racepace supply and fit and they are top quality bars from what i hear, nice blokes too

atessa pumps

Suppose if your going brand new caliper. F40s out perform them don't they and are cheap to run. Much better quality caliper too?

So what was the problem.

$3300 mmmm I am sure value for money they are awesome but may be an overkill for my application

Saw a guy with a varex dosing down the road into the servo. Sounded awesome fully opened. I complimented his car and he said it was a 3.5 inch inlet into a 5 inch cannon. He closed it and it was dead quiet...probably less than stock. He said he pulled 320 on the dyno and had cams. I might look at this option shortly.

Ha ha oil control and rb engines!! There is so much discussion on this topic. Best to speak directly to the gurus about this. From what I have read it depends on your application, things to consider are what oil pump you are using, then oil gallery restrictors, sump baffles, catch can setup. But seeing that oil flow and control is so important especially when you start revving them past 7k, I would get my advice from someone who has done their own r&d and have proven setup. Its not something I would be doing without a proven formula. Maybe give an engine builder a call to discuss you application.

What's your experience with them. What brakes did you come from?

Has anyone used both on the track. Should I expect a lot better overall performance from the F40s. Is there another preferable setup for 17s?

Need this. Going to the hunting store tomorrow.

So the adaptors mounting holes need to be opened up for the 33. Did you get any real advantages with the F40s as in less pad and rotor changes, less fading/heat issues on the track?

Ha ha....and when you don't argue they get even more pissed off

What is wrong with all the negative people. Don't you want your cars to do this