Dale FZ1

TD06H is bigger in the turbine side but same compressor. Should be much more progressive, and offer good high rpm flow.

The 10cm should work really well between 2500-5500rpm. A 12cm would push things about 500rpm upwards. Unfortunately they have different outlet flanges so it would take a bit of fabrication work (not much though) to make a change. A decent manifold + gate setup is highly recommended so you can control boost properly. A scan around various threads will show boost creep to be a common problem.

If it's for predominantly road use I'd consider the GT30 0.82 or T67 10cm would give a decidedly stronger bottom end response. If it's for predominantly race use I'd go straight to a GT35 0.82 or TD06H-25G 12cm with a good manifold and gate. None of them are top of the tree but offer good results for modest-moderate $$ outlay. I take it that the china GT35 didn't perform to your satisfaction?

How did you go?

Get onto Stew Wilkins, he's been playing with 1600s and Z cars for a long time, should have some gear and know how. http://www.swmotorsport.com.au/index.php

That's a lot of work all in one go!! Keep at it and get some pics up when you can. Welcome to SAU.

Any chance you might post up some pictures? That was the detail I was referring to, wanted a look if possible.

It's certainly making the numbers, hopefully you can get it set up to put power to the ground. Let's have a closer look at the aero please. More detail around the splitter/undertray, and the rear wing + diffuser section would be great.

This is the solution to the issue, along with gearing to suit the torque curve.

During 1992 the R32 was ballasted to increase the homologated race weight, and max boost was reduced, enforced by a CAMS/FIA relief valve fitted to the plenum. Bit of a precursor to today's performance parity measures.

Virtually complete interior from s.1 R33 stripped out for track use. As per title this includes seats Front + Rear, Genuine floor mats Front + Rear, door cards Front + Rear, Kick panels, Interior pillar mouldings, Boot lining and mat, Centre console, and hood lining with centre dome light and map lights. Unmarked, and in good condition. I want it all gone to a needy R33 owner. $300 for the lot. Will not separate, this is a single lot. Buyer to come and collect. Located Sunshine Coast. PM if interested.

If you have a hesitation issue then I would look at the tune - perhaps accel enrichment

That's true, however this setup is running a well ported head. The OEM turbo makes no more power from 13-16psi and the consensus is that it can't flow any more. No restrictions in the inlet or exhaust, however the stock exhaust manifold is on the to-do list after this season. The actual power number is deflated somewhat by the use of gravel rally tyres, so it does pretty well. The TD05 seems a good option because this thing is not a one-trick pony. It does tarmac sprints as well, so the option of running 1.2 -1.3 bar and getting 240ish kW looks attractive to the owner.

I think it's more likely related to the VCT action. Look at it this way, from 125-200+km/h you have at least 550N on the torque graph, meaning a max variation of 12% from peak. I'd say that makes for a pretty forgiving driving package in terms of gear changes etc. I'd be pretty sure you could produce more stick and get rid of the dip purely by playing with boost control from that rpm range onwards - if you chose to. Provided the engine is happy, and you find it's good to drive, why change anything? Running 18psi and 310kW it's not highly stressed and should live a decent length of time.

Engine is an SR20, which might explain questions about the manifolding and gate setup. We've considered how good the engine/turbo combination works on an Evo, so it surely couldn't be too bad on an SR running 2wd., At our power target these turbos should be pretty understressed, and the ability to quickly achieve max boost (even if it is only 12-13psi) is pretty important. Your datalog pretty much answers that question. For the cost these things are really worth a close look

It does seem odd that the boost creep just "appeared" prior to the dyno session without any apparent changes. Gives some weight to the idea that a mechanical issue has emerged with the wastegating or dump area, whether the WG valve isn't moving through its full range, actuator has some sort of problem? I did wonder if there were any known/common problems with the housing design in a IW setup. I may have not interpreted correctly how your ignition mapping went - thought you had chased a few figures and then backed timing out for road use - hence the question about "soft" maps. I was trying to get a feel for what sort of full load timing you've given the thing with ethanol. The 16G Evo spec is obviously able to keep going at high PR, you'd have to chalk this one up as a good unit for high-ish boost applications. What's your view on this engine/turbo/manifold combination for a 2wd rally car but limiting boost and power to 180-190rwkw?

Lithium that looks like a pretty tidy result. I'd like to see the boost plot, and the softer timing map to get a better feel. Interested to know if it was timing-sensitive the same way it was making more power with higher boost. Couldn't imagine that with ethanol blend you were knock limited? What does it run for exhaust manifolding, and is it an external gate setup?

I see this is your very first post on SAU - welcome. You will be quickly advised to search the forum. Here's a helping hand to discussion on the same subject: http://www.skylinesaustralia.com/forums/topic/418647-choosing-the-right-engine/?hl=+rd28

Got an overlay to show results of before/after? Ignition changes only, or did you adjust fuelling too? That's a significant amount of increased advance, hopefully should offer the same sort of torque increase offered on E85

Hope the fuel delivery woes to the injectors have been sorted and aren't contributing to the high duty cycle? The results are very promising but I'd think 660 injectors would comfortably feed 460rwhp of pump 98. Might be worth running a fuel flow test rig on the dyno to check.

Looks like a good result. Boost falling away slightly up high, does the tuner indicate whether it simply requires a bit of fine tuning of the BC, or is the 12cm housing maybe heading towards its capacity with that combination? Interested to hear if it ramps up progressively or comes on with a rush. Some people might not have noticed that this turbine spec is the big brother to what's fitted to the T67-25G

For bolt-on options, call Hypergear first.

Performance or durability related?

Making a lot of power but falls away after 6500 - don't know why you'd want to spin it up to 8500. With the goodness relatively concentrated in a tight band I'd want those ratios tightly spaced too Great result though and full credit due - what does the boost curve look like?

Quench pads don't affect swept volume ie bore x stroke. Removing material in that area will decrease static CR. Bores generally won't be able to exceed .060" over due to cylinder wall thickness issues. Group A Sierra RS500 had a habit of splitting bores back in the day.