Adriano

If you checked the clearances with plastigauge, then i wouldnt be concerned.

It certainly wouldnt help thet you are sourcing the boost line from the inlet manifold as opposed to the compressor housing.

A few mates have bought those kits, and they didnt even come with the turbo advertised, one had a 1.32 ex housing to suit a 20b?

Simply break your arm in three places, let it set and your good for life

A resistor pack can be easily made for about $10

If the bolts on the inake cam came loose, it couldnt advance anything let alone the ignition timing as thats driven off the exhaust cam. ACL do rb26 big ends bearings You wont need a crank collar, as the R33 cranks have a long drive already Rest looks pretty good, although i would rebore the block to suit oversize pistons so you arent working with bores that have 10 yrs work.

The one i got was for a late model z32 300zx, im pairly certian that they are the same as the r32/33

Coils will fit S1 rb25, now S2 or NEO

I believe that those numbers are too high, when you put those sort of dwell numbers into an aftermarket computer the stock coils burn out, i was under the impression that the stock system runs about 1.7ms

Thats what i would do, i had my machine shop do it, and am not very impressed with the end result. I would also recommend drilling the top part of the hole that has no thread to 12mm, so when the tap is put in, it alignes to the threads already in the block, not start a thread at the top, as it wont line up with the existing threads once you get down to them(if that makes sense)

Does anyone know what the crank endfloat specs are? i just checked mine and its .016mm, which seems a bit tight

NOt meaning to be rude, but there have been lots of built motors in gtr's come over from japan that end up being stockx, without proof of internals i would be suspect unless you have good reason.(Heaps of these cars have had 800hp even 1000hp turbo systems on stock motors)

Could just pm him, he's on the forum. I doubt very much that he closed down, still selling stuff on ebay

I agree its stupid, i used to stick it in the airbox/pod, but i agree, it should use the ambient as the correction, and the IT just for dataloging. And yes, it makes quite a lot of correction, by moving the sensor you can lose or gain 20rwkw at these power levels, that would explain the slightly raised power.

Sounds good, we fit a 4 inch intake 6 1/2 in diam 10 in long K&N pods under there, fitted perfectlybetween the inner guard and the under guard if that makes sense

Dont see how a split fuel return hose could ause pinging, but if its fixed, all good.

By far the best gains ive had is from boost control, however thats usually why im porting them to fix a problem, not on nissan turbos though, what turbo do you have? I believe the nissan ones dont really need it

Try asking ceffie, ive been playing around with this a bit lately, but ive got the same sort of results as you, and im not 100% sure and dont want to give bad imfo

Why, what else do you want to know?

Well then your only kidding yourself, the only genuine way to back up the power level is to know the MPH, and that has not got much to do with launch etc. We have seen time and time again power claims on here that cant be backed up with a trap speed.

^^^^^agreed, sell the FPR, fit some 550cc inj and a pfc, and some camgears, then you are limited by what the turbo wants to make, but much more than 300rwkw and the motor is at risk

Are you talking about a NEO or rb26 r34 motor?

BUt the moroso calculator doesnt lie, MPH and mass tell it all. Why not take it to the drags, measure the weight, thats the sure way to know how much power it has. By the shape of the power curve, i would agree with nismoid, if it was making 250rwkw on 8 psi then the boost threashold would be higher with a different shape curve.

If 5 injectors flow 420cc, and one flows 440 then there is something seriously wrong. Also it wouldnt be possible to tune a car with standard injectors and 63% correction, there just isnt anywhere near enough scope in the main fuel table to get aroung the leaness. Usually you have to have the correction pretty close, or you run out of adjustment in one way or the other in some part of the map. With 550cc inj i ran 80,80,80,80,80.5, 81.5. The othe rproblem is that this difference in correction occurs at all revs/load, so although the problem with fuel rail/inlet manifold design only occurs at high airflows, the correction ;occurs everywhere even at idle.

Ebay, they are about $9 online, 500page workshop manual everything you could ever want to know