burn4005

probably not wise to post a picture of your keys on the internet. Key Patterns are pretty simple to punch onto a blank. /tinfoil AMAZING result though!

comparing the dyno charts from both Umair's youtube videos, the 9180 looks to be pretty much 900rpm later than the 8374 everywhere. same engine, both 1.05A/R housings. 8374 is at: 200kw at 4450rpm | 300kw at 4650rpm | 400kw at 5050rpm | 500kw at 6800rpm 9180 is at: 200kw at 5460rpm | 300kw at 5470rpm | 400kw at 5910rpm | 500kw at 5910rpm it appears the 9180 is being brought on a bit more gradually, then peak torque being liimited by timing (unless wheelspin?) as well great to see some proper back to back figures!

I called around when I was chasing a 500kw clutch, direct and NPC were very helpful but pricing is pretty high. Ended up with an ATS carbon twin for a good price which drives suuuuper nice and shifts really quick due to such light plates (200g each). I'd recommend their triple for 600kw if you're not going to drag launch it much, otherwise one of the Aussie options will cop a beating for drag applications. Lots of DCS/npc clutches in big power cars.

what's your redline? trying to work out when these are coming on rpm wise

I also use one and it's been great. Mostly masks coolant air leak issues I think as it's a continuous air bleed. When you turn the car off and it cools down it sucks air in through fittings/hose connections and causes the cooling system to work sub optimally. After fitting mine I've had zero engine temp issues when up it for extended periods. Having it well bled with no leaks would have given same result but this setup gives reliable cooling system performance.

Also Simon for your rpm jumps, if your ecu allows you to set thr window of crank degrees for the rpm calculation it may be better to set this to 120 or 180 degrees so it has more teeth to look at.

Yes, those published specs will be for a rise time suitable for the rated freqency of >10khz using cherry's recommended tooth profile. 10krpm on a 12 tooth crank trigger is only 2000hz so nowhere near that. Happy to be shown a scope trace to be proven otherwise. But if this pull-up change has fixed your issue I'm happy to suck eggs, and is likely do to having excessive capacitance or very high resistance somewhere in your wiring. But Sure, if this was a 60-2 wheel then by all means 1k is a good idea.

I'd be surprised if that's required. as long as you set the trigger edge to falling it should be a consistant signal. signal rise time is what they're trying to keep down with the lower ohm pullup. im guessing that the Cherrys have an unusually high capacitance if you need that much.

+1 equal length pipe sounds glorious.

just a light jest Simon!

i wouldn't worry about the drain on a precision, most of the oil goes out through the shaft seals.

http://www.turbos.bwauto.com/aftermarket/matchbot/index.html have a play with that.

I think you have understood my recommendation about the AEM disc. You use the single window of the aem wheel in the cas ONLY for the 720 degree cam reset. You'll get exactly the same accuracy of the reset signal as using the cherry sensor on the cam. It's only a reset, and the window on the aem disc is plenty wide enough. Crank reference sensor is still a must for a reliable 30degree signal.

cons = poor designs can cause belt alignment issues for ones mounted to timing gear, have to pull balancer (balancer bolt on a RB26 is a prick of a thing at 446nm), timing belt, timing gear etc to install. pros = everything else can use an AEM 24+1 cas disk in the stock optical cas if you want the stock look, and only use the cam reset signal on the inner sensor. platinum sell crank only kits if you want to save a few bucks.

No the 360kw is on 98. Plan was to do a full flex tune but didn't bother with the e85 if the torque of 98 was too much already. 1 bar is hit around 4500rpm, it's still a little bit lazy.

Disappointeded by the clutch not holding. The plan was to max out the 8374 on e85 but had to hold off. Power is good, but turbo speed is a fair bit higher than I expected it to be at 360kw. Piggaz my question was around what your turbo speed input scaling is set to in your emtron to make sure I've got it right. New clutch and new/remove bovs and I'll hit the rollers again. Nothing crazy. 1.05 a/r, 2.62L, poncams type B, kelford beehives springs. Running a 12 watt 4 port Mac valve that is controlling really well. Have linearised it so 0-100% on boost control output corresponds to 15-70% duty of the valve, which is the effective response range at ~13.5v

just buy a rail to AN fitting adapter for the stock rail.

Disappointing result with my dyno session on Wednesday due to a couple of issues. Got to 360kw at the wheels on 20psi on 98 and had clutch slip at peak torque between 4500 and 5500 rpm so we stopped there, egts are quite high too. New clutch time. I think a coppermix comp will hold an 8374 on a 2.6. I like the sprung hub and centre plate anti-rattle That the orc 1000F and osg R3C don't do. Clutch is just worn out as it used to hold much more with the -5s. Had a look at the logs and at 360kw the emtron is reporting a calculated air mass flow of 450g/s (60lb/Min) at a pressure ratio of 2.4. Turbo wheel speed is 108k rpm. I've triple checked the scaling maths so I believe that number. PIGGAZ you might be able to help me out, the scaling on turbo speed input on the kv8 is 3.43. The compressor map is saying I should be at 93k ish rpm so I think the stock bovs might be passing or I have a decent boost leak. Will replace clutch, check the boost piping and head back to wind her up. Very impressed with the emtron software. Once you set up all the logging pages it's very powerful.

28psi should be a safe limit

8th vote is pending next wednesday as long as my clutch can hold on! considering pulling the inlet cam cover off to check piston to valve clearance to go Vcam down the road!

has anyone used one of the ORC 1000F clutches? looks like a good pull type plug and play. solid centre like the OSG R3C though.

I hereby declare the SAU.com.au dick measuring competition over!

Is that measured flywheel torque or derived torque from a dyno reported power at the wheels? because that would put it right around 950ish factoring 20-25% drivetrain loss

I think you're going to have trouble with the excedy carbon triple on a 9180. according to here: https://shop.exedyusa.com/exedy-racing-clutch/exedy-racing-hyper-carbon-series/g-50059.aspx its only rated to 568 ft lb. (770Nm) the ORC1000F triple is rated to 980NM the coppermix competition twin is rated to 950NM and the OS Giken R3C is rated to 1050ft lb (1400NM)

this is a massive thread dig but thought it was worth posting, I've been trawling through the Emtron KV8 ECU options and the HKS Vcam is supported under closed loop PID cam control. no Valcon control box required. has certainly piqued my interest in the setup considering HKS has price-cut the V-cam package from what it used to cost. (looking at about $4k AUD these days)