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Dale FZ1

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Everything posted by Dale FZ1

  1. Dale FZ1
    Is that like free beer tomorrow? The options being talked about aren't exactly dogs of things, and I agree with Lithium's comment re: having all things fitted and operating properly before turning the torch on turbo A vs. turbo B.
  2. Dale FZ1
    Well done! Presuming CEA? Split pulse or single scroll? Post up a couple of pics of the installation
  3. Dale FZ1
    Keep the job on a roll!
  4. Dale FZ1
    So more accurate ignition control paid huge dividends. That's great news. 98 fuel is the current limiting factor, and to run more boost you will need to pull timing to keep it together? Mid range torque looks like it should pull hard off corners with awd traction capability. Very good - must be very satisfying to drive. Wonder why torque drops so noticeably around 62-6400? Very similar trait to RB25. Be interesting to see what EMAP looks like
  5. Dale FZ1
    Would be an interesting little package. No desire to go with a complete YB engine for cylinder head flow efficiency? 2 valve Pinto head would be a sticking point in chasing hp if you got really serious. By sticking with existing manifolding / turbine / wastegate you're definitely making life easier with the change over. Boost would be the preferred way to more hp than revving the engine harder IMO so the thinking is fairly sound if you're wanting a 40-50hp increase. Be interested to see the before/after results of this upgrade.
  6. Dale FZ1
    Probably not the case of getting the best out of whatever turbo. Wants to run 9s, less lag than T51S
  7. Dale FZ1
    Drag application? What does the maths say you need for hp/weight to achieve the 9 second goal? Not a lot of info on how hard you're intending to rev the engine, or what's happening with trans etc. For direct bolt up, forget it. Accept you will need to make a few alterations to the dump pipe to make things fit. Fact of life, nothing comes easy. I'd aim at the 6466CEA for mid 500kW, so V band inlet means you get a 0.82 housing. But I'd sell off the current manifold and get a T4 split pulse, run a 1.15 housing. But before I did anything, I'd speak with a person who knows and plays in this area. Call Boost Automotive in Launceston.
  8. Dale FZ1
    They're not introducing more new tech with these combinations. Nothing comes for nothing - of course they will behave differently to achieve the flow.
  9. Dale FZ1
    Welcome Tom! I'm sure you'll get a lot of enjoyment, and a measure of frustration from your GTR. There's a wealth of knowledge on this forum, and very few questions that haven't been answered. More than a few views about making a good thing even better too!
  10. Dale FZ1
    Jumping between this and the EFR thread comments. What is it that you want/hope to achieve? More torque off-boost? Better driveability into boost? Improved low load fuel consumption :) ? Using less boost (and therefore turbine rpm) to make similar power figure you currently have? That seems to be the thrust of what to expect - none of which is a bad thing IMO
  11. Dale FZ1
    Try changing to a different oil. HPR30 Penrite ought to give very different values on your gauge, even if it's standard OEM one
  12. Dale FZ1
    Will need new pistons with bigger crown. Hopefully no issues with achieving piston to valve clearance. I don't think increasing static comp will offer a "silver bullet" solution, but it might be good in conjunction with a 1.45 turbine housing. I'd be looking for the cleanest/coolest charge in those chambers, and less EMAP the way forward.
  13. Dale FZ1
    So are you looking to fix some "deficiency" or got the bug to play a bit more?
  14. Dale FZ1
    Looking forward to that. Would be cool if you can post up learnings/logs in an appropriate thread for EMAP/IMAP too!
  15. Dale FZ1
    Would be good if you have a few pics of the work on your pump housing? And with the hp level, presuming you might have the right sensor setup to log oil pressure? Be good if you can post up a log run to show oil pump performance
  16. Dale FZ1
    Try with Kudos Motorsport, or Nissan. Cam belt is not a massively difficult job to replace, so if in doubt throw another one on.
  17. Dale FZ1
    Replace the gasket/spacer in your upper cam belt cover, ie hole where the CAS passes through. Stop contact/grinding on the CAS mount with proper clearance.
  18. Dale FZ1
    yes
  19. Dale FZ1
    So this is a GTR thing then? If so, count me out. Is there drag racing type launches involved?
  20. Dale FZ1
    First question: who has cracked a RB block? And how/when/where?
  21. Dale FZ1
    No fanboy. I'm running 6266. Slowly too.
  22. Dale FZ1
    This is the good oil Dan. I hope people take the time to think this through. Many people get wound up about the detail and fail to comprehend "what went wrong". Often it's overlooking the detail, and how things work together. Either that, or the driving talent is under-developed :)
  23. Dale FZ1
    Excellent initiative to put up this info about what is the critical point for tuning an RB. To me a few things jump out. 1. Crank trigger is going to be closer to the ultimate point of truth for actual crank position. 2. Cam mounted trigger always has to be the second rate choice (by how much being the point of this thread) due to drive slop, belt flap, harmonics, power pulse sizes, etc. And probably the number of teeth involved. 3. Hall effect sensor is not the ideal choice for signal reliability. 4. Depending on engine spec, output, and speed (and what is the target achievement), a cam trigger system may be a pragmatic/practical solution for those punters without the time and $$ resources to go with a proper crank trigger. I'd like to see the result if the re-windowed CAS was replaced with something like the NZ Wiring kit.
  24. Dale FZ1
    Did the physical bulk of this unit cause much packaging/fitment issues? What manifold? Pics would probably tell a lot for people contemplating the same unit.
  25. Dale FZ1
    Post up a graph for this thing. With only 12psi not that surprising it's making that sort of numbers. Air mass flow requires some boost, and air comes free! Gearing will transform the driveability.
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