colourclassic

Any idea on duty cycle at that power level?

I want to keep the factory side-feed rail for now. I guess that answers my question!

Car is going in for tune next week with the 21U highflow and I can't decide which injectors to use. I have a set of S15 440cc injectors (cleaned and flow tested) or potentially a set of used Nismo 740's. If the 440's are enough for around 260rwkw (keeping conservative AFR's and safe injector duty cycle) I'll use them. If not I have to shell out for the 740's. Car will be running PULP.

I think bronze is a good complementary colour to silver/gun metal. Silver on silver (or any other matched wheel/body combo) looks a bit tacky to me.

Taarks

Another victim of the RB26 forward facing plenum? Ram air straight into #5 and #6?

Nope, the front pipe uses a bracket which supports the flange near the cat/gearbox.

Exhaust is fine and all hangers are in place. No flex joint though as it's a JJR front/dump pipe combo. I'll try anti-seize again this time.

On the manifold, yes. But the ones of main concern are the smaller M8x1.25 studs on the turbo -> dump pipe.

Stock mani.. Any type of stud which is rated for higher temperatures? Copper washers to displace the load?

Any tips on preventing turbo -> dump pipe studs or any other stud subjected to heat from snapping? It seems no matter what I try I always have at least one stud either snapping or threading in it's bore. •I always use genuine Nissan studs (inconel?) •I always torque them to spec •I generally chase the threads to make sure they're clean before installing hardware •Tried using nickel anti-seize but it seems to gum up the threads making installation difficult Any way to stop this, as I take my turbo off pretty often and it's annoying having to extract studs and helcoil each time.

560cc should be able to support 240rwkw on e85.

Nah sold it last year so I've gotta start fresh with another turbo. But you're right, the CHRA is identical in both versions, only the turbine housing is different.

Good feedback. ~500rpm response difference on a dyno graph doesn't look like much, but I think real-world driving response will be greatly improved. Will be taking my 21U to HyperGear in the coming weeks, and will post back to back results compared to the OP6 unit.

SOLD

Sell just 1x z32?

Is the pod adapter aluminium? You don't have a z32 afm by chance?

Would Nismo 740cc injectors be alright/compatible with e85?

Larger manifold/runners would reduce exhaust velocity/pressure. Good for high hp, not so much for response. I'm now starting to consider the HyperGear 21U highflow as an option. I had the OP6 highflow previously and it was lacking slightly in response. Maybe the 21U will be a sweet middle ground.

Do you still have the R33 Stao? Has development finished for the RB26 series turbos?

Who did the highflow and was this result on pulp? What is the real-world driving impression like over the stock turbo/stock boost? Cheers!

So I've decided to go ahead and put together a setup which offers similar response to a stock T28-turbo RB25, while maximising mid-range power and response. I think this is ideal for a mostly street-driven car, where high rpm power is not really that practical. The overall goal is around 230rwkw on less than 18psi, with full boost at or before 2800rpm and 100rwkw at 3,000rpm. Turbo must be internally gated and bolt-on. The proposed setup is as follows: RB25DET 100,xxxkms, timing belt replaced HyperGear Factory-Spec highflow/rebuild JJR Dump -> 100cpsi cat -> Apexi N1 S15 Injectors R33 GT-R fuel pump PowerFC and Z32 AFM Scotty's Intake Pipe JJR return flow intercooler BCPR7ES This is the dyno graph of the turbo in question: *Note that this tune was limited by the injectors according to HyperGear, with the turbo able to flow a max of ~230rwkw. *Stock R33 turbo is light blue plot. Before going ahead with the purchase of the turbo (I have all the other stuff from previous builds), I'd like some feedback: •Are there any other turbo options which would offer similar response but higher maximum power? I wouldn't mind having 250rwkw, just not at the expense of increased lag. •Would 20-40rwkw gains over stock be a noticeable and worthwhile increase? •Would it be worthwhile running e85 on this setup, and what would be needed? Cheers!

Yeah, you wouldn't want to run it untuned for any length of time anyway. Just drive off boost until you get it tuned/don't install it until you can tune it soon after.

Had the OP6 highflow on pulp, it was good up top but not as responsive as I wanted. I think I'm gonna get an SS1 built into the factory housings. Should have similar response to an SS1PU according to Stao. Full boost by ~3500rpm and ~90-100rwkw at 3,000rpm. 250rwkw is more than enough for me on the street. Response is what I'm ultimately after.

Been speaking to Stao but I'll ask anyway: Which turbo would be recommended for ~100rwkw at 3,000rpm / full boost by 3,000rpm and around 240rwkw? If possible a bolt-on solution which retains the stock 21U housings.