BK

Change in real world is generally 3 - 4psi. 40 psi at idle full vacuum, 43psi at 0 vacuum with line pulled. Bar talk at this level is silly. 0.5bar change I would not expect realistically, that's a bit dramatic of a change at 7.5 psi and 0.05bar is basically no change.

Nothing, useless, But is in the return

Yes, does f**k all

Let's just back all this up. The question is why have you got such high fuel pressure at idle ? - and it's definitely not because your pump flows too much. An 044 or 040 flows about 300lph at 3 bar, so up to 40% more than a stock standard pump which is nothing outrageous, but a single 044 should still support at least 350kw + on unleaded. Those stock fuel lines, a properly functioning stock fuel reg and an 044 should sit happily at 3 Bar on idle, unless there is some sort of restriction on the return line. Look for stuffed fuel reg, rail blockage into fuel reg, return line blockage or kink, standard location fuel filter in return line blocked and so on. The fact is the reg creates a controlled restriction in the return to set rail pressure, so it's not a restriction or starvation in the supply line as then you'd get a low fuel pressure scenario which is not happening at idle here. Something is restricting the normal flow of fuel back into the tank - find it.

I'm pretty sure it's the fitting for the charcoal canister bottom vent to connect a breather hose into the chassis rail.

I have these ones in all 3 of the GTRs. https://store.autoracingtechnik.com/collections/fire-extinguisher-bracket/products/nissan-skyline-r32-r33-r34-gtr-fire-extinguisher-bracket

Agree, but what it does point out is that the aerodynamic design of the EFRs is not as superior as what it's made out to be purely from a power / flow point of view. They NEED bigger compressor wheels to match the design of the Precisions, which prove they are doing something right with their aerodynamic designs. Comparing a 6266 to a 8374 with very close comp/exhaust sizes, if say the 6266 had a Ti exhaust wheel I'd wager it would be at least comparable spool to the 8374 and still make more power. This is all completely theoretical of course, but the point is the EFR Ti exhaust wheel really makes them what they are.

Bit of a sweeping statement there. As far as spool per a given wheel sizes EFR is king - and they should be with their exceptionally light Ti exhaust wheels. So if response is absolutely paramount I'd 100% agree EFR. For power production per given comparable compressor wheel sizes, the Precision line up shits on them.

He seems to be wrong as he mentioned the clutch is a Spec SN26PT-2, which is a pull type clutch. It's also harder to convert a Getrag in a 34R to push having a concentric slave cylinder and no factory push gearbox front cover available. On a 34 Getrag you can't just go and buy the factory parts below and convert to a push setup easily like on the other RB 5 speeds that come with pull front covers. https://www.efisolutions.com.au/gearbox-conversion-kit-pull-to-push The only way I'm aware you cam change a Getrag to push is with the specific OS giken pull to push kit which still uses the 34 concentric slave cylinder.

Spot on - not to mention all the best clutches on the market are push type. The release bearing on a pull box is quite a shit thing isn't it 👎

I like, but no make any GTR versions. f**kers

Correct as above - I'm with these guys, stock spigot bush. I'd hate to have to pull a box just because a needle roller spigot decided to destroy itself. Needle roller is definitely a solution to problem that doesn't exist.

Yeah the pull setup is pretty robust, you never see that setup failing.

Fire your mechanic - Pull type clutch doesn't have a pivot ball. Nothing to upgrade or change if sticking with a pull type.

6870 definitely won't suck, but for a 100% street only car though it's a bit over the top. If drags and roll racing is on the cards it'd be heaps better. I bet that 7675 car is used for both right ?

Depends what you're doing with the car. Ultimate top end will be the 6870, so not really street usable. 6466 is still 600kw + on E85 which is more power than any sane person needs, and is really too much for the street to actually use too. I do 450kw on 22psi on 98 so you could do 500kw on 98 if pushed.

6466 is excellent 👌

Easiest way to do this - sell 32 GTR and buy R33 GTR with it in the right rear guard area. Good luck.

Check thread date, it's 2009. They are still available new or easily available used. 25731-89960

C'mon man, you're asking $126k on Skylines Australia - put some effort into the for sale post as you are going to get more questions about the car by not doing so. For a start details like location ?, Borg Warner what ?, actual motor specs not just it's a 2.8 and at least try to sound like you know what you're talking about - SELL the car. Maybe more than one bloody photo might help too

Most people will be using the Koyo bearing RCT40SA3 from somewhere like CBC here in Australia. There is a factory Nissan replacement of 30502-69F1A, but it's 100% a Koyo bearing anyway.

It's not the travel distance per se, it's the pivot point angle of the release fork as it is not correct to try and change the travel with the pivot height. Factory fork is around 4mm thick and the cast around 15mm so of course you need to reduce the pivot height. The angle of the release bearing face vs the slave cylinder push rod needs to be brought back into the factory plane. If you use a longer than required pivot ball the release bearing fingers on the fork are not flat on the bearing carrier, which causes other sorts of dramas like side load on the release pivot and chewing out the bearing carrier fork release face. As mentioned these are good when running high clamp load pressure plates with a substantial increase over the factory 600 -700kg clamp, but will offer little to no benefit if not. I would consider high clamp to be at or in excess of double the factory clamp load, so think NPC 1650kg singles or the Jim Berry full monty which can be 1800 - 2500kg ! Big capacity singles are always the worst offenders as their clamp load is increased far beyond what a multiplate clutch requires. I run multiplate ATS twin/triples with 1350kg clamp so not stupid high, but still heavier than most Jap clutches like Nismo or OS giken as their clamp loads are generally only in the 1000 - 1100kg region.

No, it's a very good idea. I run one in the blue R32, I sourced mine from Kudos Motorsports a few years ago. http://www.kudosmotorsports.com/catalog/heavy-duty-clutch-release-fork-suit-nissan-300zx-skyline-081989-021993-gts25-p-2123.html In a nutshell it is a factory Nissan 350Z CD009 cast alloy push release fork and boot with a shorter custom height Chromoly pivot ball specific to suit the RB box. The cast alloy release fork is dimensionally very similar to an R33 GTR pull release fork which are heaps more rigid than a stock push. The pivot ball being shorter also decreases the likelihood of snapping and seem far beefier than a stock or Nismo unit. I've never seen a standard release fork break, but what I have noticed is they a soft as shit and flex a lot. They tend to bend out of spec very easily and wear quite a lot on the release bearing carrier finger area, which causes travel inconsistencies and decreases how much clutch release travel movement you get. If you compared a brand new stock push release fork to a well used one, which I have, you'll notice how flogged out they get after lots of use with heavy pressure plate clutches.

Even the genuine one is an NSK bearing - it's not like Nissan make their own bearings.

Cool, so you've gone to / sticking with a 30 spline instead of 31 like later GTRs ?