Jump to content
SAU Community

Recommended Posts

Interesting to note the SR22VET is superior on all accounts. Its over half a litre smaller.

It goes to show that cylinder head technology pays out a lot more than cubes.

I think there is more to it than that - compare it with similar sized smaller and "higher performance" wheels to an HKS T04Z, and even the larger (and older tech) HKS T51R Kai on an RB28 running pump gas: kaibb%26%2Bto4z%2Bpower.jpg

Going by that, a T04Z spools better than both turbos - and a T51R Kai is not far off them at all.

Regardless, yeah - SR22VET is way up there in terms of efficiency, while RBs are not so much... by todays standards.

The head on Ninos's engine is top shelf and costs more $$ than what most people are prepared to pay, hence a nice result. That and his engine is a result of endless testing by Advance Motor mechanics and associated companies/people.

Its is all about combo rather than bolting on an "awesome" turbo and expecting to get the same results as others.

Interesting to note the SR22VET is superior on all accounts. Its over half a litre smaller.

It goes to show that cylinder head technology pays out a lot more than cubes.

The head on Ninos's engine is top shelf and costs more $$ than what most people are prepared to pay, hence a nice result. That and his engine is a result of endless testing by Advance Motor mechanics and associated companies/people.

Its is all about combo rather than bolting on an "awesome" turbo and expecting to get the same results as others.

Glad to see we agree.

I was not implying the VET head alone is all the difference, but the technology implemented in that cylinder head is clearly a winner. That means both the factory VET side of things and the work the said firms have put towards it.

Lith when I look at those graphs I still see that the RB28 you posted is behind. I typically look for the point where the incline starts to nose over and I consider that to be the point where the motor has hit its threshold. The said VET is hitting that point at 4,700 whereas the RB28 you posted is 5100 on one of the turbos and 5500 on the other.

Obviously there are only hundreds of RPM in it for vastly older tech turbos but I think it notable to consider the big difference in capacity between the two motors. Plus, my comments were actually specific to the two results shown rather than general. I am more than confident that we can find a VET result which is shadowed by an RB.

Agree Ninos engine is sensational and I'm expecting similar results with mine but isn't that RB28 on 93 octane? If so then not really a like for like comparison or even comparable IMO.

Those turbos on 93 octane are not going to perform anywhere there capability on any engine let alone that one.

Edited by SRS13

Yeah definitely, the thing that really does impress me about it is that power is huge for a 64mm compressor on pump gas - I reckon. I'm not sold on the power delivery, though - I think there are competitors which would do that with better delivery at this stage.

  • 2 weeks later...
  • 2 weeks later...

Went out again last night with new suspension, looking forward to a prepped track and getting the car to hook up. Ran a PB on lower trap speed and a slower 60ft so that's a good start! 2730lb, only thing removed was the passenger seat and side pipe fitted. Looking forward to get this thing to hook up so we can tap out the 7175!

Different angle with incar

Edited by PJ.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now



  • Similar Content

  • Latest Posts

    • Thanks for that, I'll check it all out. I can always do the brakes last anyway if its a problem.  The 16's are super cool, if they do fit I'll cruise around with them for a bit.  
    • Well, that's kinda the point. The calipers might interfere with the inside of the barrels 16" rims are only about 14" inside the barrels, which is ~350mm, and 334mm rotors only leave about 8mm outboard for the caliper before you get to 350, And.... that;s not gunna be enough. If the rims have a larger ID than that, you might sneak it in. I'd be putting a measuring stick inside the wheel and eyeballing the extra required for the caliper outboard of the rotor before committing to bolting it all on.
    • OK, so again it has been a bit of a break but it was around researching what had been done since I didn't have access to Neil's records and not everything is obvious without pulling stuff apart. Happily the guy who assembled the engine had kept reasonable records, so we now know the final spec is: Bottom end: Standard block and crank Ross 86.5mm forgies, 9:1 compression Spool forged rods Standard main bolts Oil pump Spool billet gears in standard housing Aeroflow extended and baffled sump Head Freshly rebuilt standard head with new 80lb valve springs Mild porting/port match Head oil feed restrictor VCT disabled Tighe 805C reground cams (255 duration, 8.93 lift)  Adjustable cam gears on inlet/exhaust Standard head bolts, gasket not confirmed but assumed MLS External 555cc Nismo injectors Z32 AFM Bosch 023 Intank fuel pump Garret 2871 (factory housings and manifold) Hypertune FFP plenum with standard throttle   Time to book in a trip to Unigroup
    • I forgot about my shiny new plates!
    • Well, apparently they do fit, however this wont be a problem if not because the car will be stationary while i do the suspension work. I was just going to use the 16's to roll the old girl around if I needed to. I just need to get the E90 back on the road first. Yes! I'm a believer! 🙌 So, I contacted them because the site kinda sucks and I was really confused about what I'd need. They put together a package for me and because I was spraying all the seat surfaces and not doing spot fixes I decided not to send them a headrest to colour match, I just used their colour on file (and it was spot on).  I got some heavy duty cleaner, 1L of colour, a small bottle of dye hardener and a small bottle of the dye top coat. I also got a spray gun as I needed a larger nozzle than the gun I had and it was only $40 extra. From memory the total was ~$450 ish. Its not cheap but the result is awesome. They did add repair bits and pieces to the quote originally and the cost came down significantly when I said I didn't need any repair products. I did it over a weekend. The only issues I had were my own; I forgot to mix the hardener into the dye two coats but I had enough dye for 2 more coats with the hardener. I also just used up all the dye because why not and i rushed the last coat which gave me some runs. Thankfully the runs are under the headrests. The gun pattern wasn't great, very round and would have been better if it was a line. It made it a little tricky to get consistent coverage and I think having done the extra coats probably helped conceal any coverage issues. I contacted them again a few months later so I could get our X5 done (who the f**k thought white leather was a good idea for a family car?!) and they said they had some training to do in Sydney and I could get a reduced rate on the leather fix in the X5 if I let them demo their product on our car. So I agreed. When I took Bec in the E39 to pick it up, I showed them the job I'd done in my car and they were all (students included) really impressed. Note that they said the runs I created could be fixed easily at the time with a brush or an air compressor gun. So, now with the two cars done I can absolutely recommend Colourlock.  I'll take pics of both interiors and create a new thread.
×
×
  • Create New...