Jump to content
SAU Community

Recommended Posts

Hi guys,

I've got an r32 gtr with the above turbo setup, i've searched the forum for other peoples experience & cannot find the answer i am looking for...

Are there any 'other' gtr owners out there with this setup? I am after an approx. awkw rating.

I have read 3 other posts specific to this turbo but it seems that nobody has really given these turbines a genuine run due to their lack in bottom end boost.

Im sure the top end delivery would most definitely suffice :D

Thanks,

Marko.

p.s. where did my post disappear to???

"Bel Performance v's Croydon Racing Development - which 1?"

it was so informative :P everyone had something to say.

message Mik He's got the same setup as you but in a 33 . I thaught your car had already been tuned by CRD as you said in one of your posts that you were going with them?. My guess with your setup would have to be something close to 400awkw on CRD's dyno but I wouldn't get to involved in dyno numbers get it out to wsid and test it on a real dyno :D.

My car was scheduled for a tune last week but im sure you all know how these modifications pan out - odd hurdle, hick up here & there.

It will be dyno tuned later this week, just awaiting the arrival of my 3.5 inch exhaust which is due tomorrow.

Brett - I have spoken to 'Mik' before about this but I know that he has undergone a road tune, I'm very interested to see what they will produce on a dyno.

Is there anyone that has hands on experience with power delivery?

Regards,

Marko.

Miks car has been on dyno log dyno which is very very low reading compared to something like a dyno dynamics .From memory I think at the end it was something around the 280awkw mark but I believe they later learned after puting another car on that dyno on the same day it was actually reading lower then usual the result should have been something along the lines of the 310-320awkw mark but I'll the man himself step in and correct me .

After seeing the peak power dyno results from a couple of CRD GTR's and there times out at wsid I'd say his car would be pretty damn close to 400awkw on a dyno dynamics.

this dyno sheet you have, is this rwhp or awhp?

rwhp

note also the terb shuffle during boost build-up. I have since gone to a bridged HKS manifold that should reduce this effect markedly. I will also be expecting 550 or better rwhp with more boost and timing.

My car was road tuned and had the tope end "touched up" on a dyno log as Brett pointed out.

The max power we saw was 292 awkw. This was at a fairly rich 11.6:1 AFR and pretty sane boost.

Two weeks later, a certain WRX made 230kw on this dyno and then made 290kw on a dyno dynamics the next day.

I guess that gives me about 360awkw on a dyno dynamics which alogns well with my 124-125mph trap speed in a heavy BCNR33 Series 3.

Gav, mine makes about the same power as yours.

i have twin hks 2835's 52t

on the dyno we ran 1.3bar but took it back to 1.2bar because im still running cast pistons and the injectors are maxing out. the next step is going to cost a fair wack :) unless someone is selling a rb26 with fogies etc

it would also depend on how heavy your right foot is...anything will blow in the wrong hands, in the right hands it will last.

jim @ crd mentioned that up to 22psi is safe & that quite a few guys also run 25psi, usually if they want to run a 1/4 mile.

anymore than 25psi would be really pushing it i think

Marko.

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

    • My thought is if you were just moving it forward and the upstream geometry remained the same, then no difference at all. But because the current one has the filter direct into the AFM inlet, you effectively have the best chance of a completely symmetric air flow profile upstream, and in, the AFM, whilst the aftermarket inlet thingo has a (small, to be sure) bend between the filter and the AFM. That would bias the flow to the outside of the bend (downstream of the bend) which might well reduce the size of the signal seen by the AFM, for the same total flow rate. Having said that: If you're proposing to make your inlet look like a hybrid of your existing one and the aftermarket one, such that there is no bend where the filter is clamped on... then I say it will be just fine. If there is going to be such a bend, then, if you can align the insertion of the AFM blade such that it is at right angles to the plane of the bend, then there is a better than even chance that the centreline velocity where the blade is will remain more or less the same, and the velocity will just be a little faster to the outside of that, and just a little slower to the inside. **This is not professional investment advice and you should consult a suitably qualified ouija board, tea leaves or the intestines of a goat for more accurate prognostication.
    • Hi Tao, Thanks for your reply.  It's been a while and I managed to get the valve stem seals replaced with the head on the car.  Unfortunately this didn't solve my issue, the car still smokes a lot after idling (to be honest during idle you can see a bit of blue smoke from the exhaust), same after deceleration. I will try disconnecting the valve cover breathers, do I leave the PCV valve in? By engine oil drain pipe, do you mean the turbo oil drain?
    • What about if you just give it direct 12v and earth?
    • Hi guys . Can someone help me  I bought an Android screen for my Nissan fuga but it won't turn on   
    • My guesstimate, with no real numbers to back it up, is it won't effect it greatly at all.its not a huge change in position, and I can't see the air flow changing from in turbulence that much based on distance, and what's in front of it. Johnny and Brad may have some more numbers to share from experience though.
×
×
  • Create New...