rockabilly

hi guys, not been on for a while. those that dont know me,here is my old car i sold last may. and here is my replacement track car. this ones rb26 twin low mounts, 500bhp @ all 4 full boost by 3300 rpm.. nice and responsive. over winter its having a 14 msa cage, grp doors. lexon all round and lots of weight loss. hoping for around 1300kgs when finished.. bernie uk old car. http://www.spoolimports.com/project-car/bernies-700bhp-gtr-uk new car.

pm sent

guys, my set up is a full divided twin scroll 6 boost amnifold and a gt4094 full twin scrioll turbo, what has happened is part of the twin scroll in the exhaust housing has been removed and fitted with a flap. the flap closes the rear most port of the twin scroll housing but at 45 degrees, this does 2 things . directs all 6 exhaust gases through the front scroll of the turbo exhaust housing, and 2, because its at 45 degrees reduces heat build and helps to increase the gas flow. you do not do any mods to the manifold what soever. as mentioned above, i run a link g4 ecu, i am going to fit a linear electric actuator, wired through a relay and driven by the ecu output using rpm to determine the gate opening piont. thanks again for the contributions guys. will update as and when

cheers guys, my initial thoughts were a longer arm on the flap, but then we may struggle with travel length of the actuator arm. a stronger actuator would not work as the turbo is only producing 1.2 bar of pressure , so a 3 bar actuator would never open.. when the guy comes bacvk to me i will post up his thoughts..

p.s jon was my mapper, sorry pasted from mlr forum thread and wont let me alter the post

update guys.. hi guys, been a while sorry, funds have been very tight so no dyno.. anyway as jon says above. this is a superb bit of kit. below are the graphs. the boost graph on its own is the motor before the gate.and the dastek one is yesterday. now because the valve should only work to around 4k we only mapped upto that intially. we found that alot more air volume was entering the engine and it was very lean. so we added fuel. you can see the difference. the issue was the gate would not open. i am in touch with the guy in america who designed this.we manually fed the actuator and as jon says it took 2.5 bar to switch it over then the motor suddenly would not pull so we aborted to investigate further. on the dastek graph bottom right. the red line is the pressure the turbo is making in psi,the small yellow line on the same graph bottom left corner is when i manaully added pressure to the gate as the motor increased in rpm. as we got to 2000rpm in added pressure to the gate and by 3000 rpm the gate opened and the motor did not like it at all so we shut down hence the sudden drop. with this set up your twin scroll manifold is not touched from std. if we can find a way of switching the gate open then i suspect what you will end up with is the responce of a very small turbo and the power of a very large turbo. will keep you guys updated when i know more. here are the graphs. also if you look at the dastek graph bottom left. this is boost. the red line was leaving the valve shut. you can see the power drops at 5000 rpm. this is because the rear is in effect a .48 and too small at that rpm. also you can see it makes 1.2 bar from 3100 rpm. this is insane for a gt4094r . the blue line underneath is when we t,ed into the actuator line to measure the pressure .

just a quick heads up mate, if your gonna use that crank, get it checked to see whether its bent.. i suspect it will be around no5 big end.. sorry to see this thread hope all ends well for you ..

update cars still in bits, just doing some subframe bushes and undersealing at the rear, will update guys dont worry.lol

32 tank holds more than 33 and 34..

as above guys, selling this clutch, i can post over to oz, i got a quote to ship to canada so think it maybe similar, looking for 1300 uk plus postage, this includes the conversion kit. http://www.gtr.co.uk/forum/149716-os-giken-quad-plate-inc-conversion.html

ah well spotted so light throttle is a no no and full beans is a must lol

having now owned both versions, firstly a forged rb26, 264/272 cams hks 25/30,s and rb26/30 gt4094r,270/280 cams i would say this on the road the 30 is much more road friendly, leave it in top and just press the go pedal, whereas the 26 was a bag of crap below 3200 and not much happened until 4000 onwards, then it went. on track a well sorted 26 with 600bhp will hold its own against a well sorted 750bhp 30,dont ask me how but it does. this is why i was following simon,s thread. i have modded my exhaust housing on my gt4094r to aid spooling, now if this does not help then twins will be going on. senario. 2 x 33gtr vspecs, rb26/600bhp twin 2859r,s-- verses rb26/30 750bhp gt4094r single on track very equal.. why?. at .52secs we are going down the main straight you can here the external wastegate opening and shutting at 1.5 bar thats full chat 750bhp and he,s pulling away?. on the above clip both cars were taken to 7500rpm,s. yet i could not catch or gain on nick in the white car. also both cars were brimmed with fuel and did the same amount of track time, 2 sessions of 20 mins each. the 26 used a 1/4 tank fuel the 30 used just over 1/2 tank? i, as marko may go back to the 26 at some piont as the milage i do a year and the price of the fuel difference is enormous..

just for reference all, the reason they pop out is a detent spring problem, this holds slight pressure against the selector hubs and selector forks,.jumping out could also be a broken snap ring on the main shaft holding the gear clusters in postion.. bit late now ..lol

simon, mines pretty bad on fuel have to admit. the rb26 i had before with 25/30,s beat the 30 hands down, also on track the 26 is much more fuel effecient for not much less power.

yes mate still on itb,s lol