Blue

I can live with dropping a little lower RPM performance, so long as I can also live with the potential extra maintenance cost of anti lag! One issue I face no matter what is the range of housings with a T3 flange is pretty limited. Dyno sheets from when the car was tuned, I would not want to loose too much at the low end or midrange. Bearing in mind that the car could easily make more at the same boost, given the total lack of engine protection on the old E11 I asked for and received a nice safe tune. Before and after on these sheets is a proper tune at 18PSI versus a very rough track tune at 13.

I will dig out the dyno sheet from hen it was tuned when I get home. Suffice to say it was on boost pretty early for a 20 and it was/is pretty snappy.

Without digging too deep the 7064 can be had with a T3 flange, I would just need to dig in to maps to see how it compares with the potato. All this is a little by the by anyway as I doubt the money will be there to throw a new snail at it this year, but you never know. I can see up to about $5K between it and back on track as it is so it is not really very likely to be changed this year, but I tend to plan these tings a long way ahead. The RS is snappy enough on it that I gave up on closed loop control with the previous ECU (Old E11 Haltech) as it was impossible to dial out big boost spikes at high RPM. The new ECU just about has more tables for closed loop than the E11 did for everything it had. https://gcg.com.au/petrol-performance/performance-4/turbochargers-borg-warner/borg-warner-efr7064-turbocharger-t3-v-band-detail Edit: Whatever ends up on it next what I would really like to do though is get rid of the split adapter. Aside from anything else I have had constant issues with the tiny T25 nuts and studs undoing in use. At least it was easy to get a lock tab for the T3 setup.

So, a long long time since I posted on SAU, and my eyes glazed over a long long way back in this thread. Here is the bones of it, I have had my track car off track for nearly three years for a full wiring and electronics refresh (Wiring, PDM, dash, ECU) and as usual time and money had their way. Long story short I hope to have the car running again in the next month or so. The car has a GT2860RS (.64 exhaust housing) on a redtop RB20DET making 208RWKW on 98 RON at 18PSI while being nice and snappy for the usual uses of the car, short tracks with slow corners and hillclimbs. The turbo is on one of those horrid little T3 to T25 adapters on the standard manifold and I would love to get rid of it. I know the RB20 in any guise is getting long in the tooth but have people had much success with the EFR turbos on these? The only advice I have had is "Go a size bigger than you think'. What I would love is if the newer design would give me the same kind of small turbo responsiveness without choking it as much at higher revs. My biggest wants on a conversion would be marginal to no loss of lower rev range performance, T3 bolt on (Unless the T3 to T4 adapters are a better thing than the two part T3 to T25 ones) and after that a bit of an extension of higher RPM capability. Am I dreaming? My other thought was to build an adapter to take it to a V band turbine and fit the .72 A/R housing and an external gate.

Ta, that is what I thought, it was sold as a non ABS cylinder but Dan who owns the car would not know the difference, the main thing was to get the Japanese booster so that we have the correct bolt pattern. Aus R31 has the master cylinder flange bolts at an angle where Japanese ones are horizontal, going to a JDM booster lets us use bigger master cylinders without as much stuffing around. No difference to me it being an ABS cylinder, we will just fit an external prop valve in the cabin. It is a track only car so no legality to worry about and it is not going to be set up the same as the donor car so bias tweaks are almost certain to be needed to get the best out of it. I am seriously looking at a bias box and twin cylinders on my own car so we might even pinch my master cylinder (Bigger again, 17/16" off a Navara) and bias valve to get Dan's car on the track as my car is off-track for a few months for a tidy up.

Folks, I am trying to confirm if my brother in law has been sold what he needs. We are in the middle of a brake upgrade on his R31 track car. We are going to R33 GTS-T gear all around (A huge improvement on stock Australian R31 stuff) He has bought an R33 booster and master cylinder off ebay which was listed as coming from a non ABS R33 GTS-T, but it only has two ports. Can I confirm if the R33 had two ports on the cylinder and a splitter block in the lines be split to the front wheels? The cylinder has what looks like a bias valve cast into the housing, but my sister's S15 looks the same and it has ABS fitted. I was under the impression that ABS cars had two ports and non ABS had three. I am not all that worried about it is it does prove to be an ABS cylinder with no bias valve as we will just plumb in an adjustable one in the cabin if that is the case. I just need to confirm what he actually has. Aside from that, does anyone have a part number handy for a seal kit for the BM44? It is in good apparent condition but I would prefer to replace the seals before I put it on the track.

OK, I started with some searching but did not find an answer to the specific question. I run a HR31 track car, currently using the stock HR31 brake master cylinder and booster. The front brakes are R33 GT-R brembos and the rears are stock R33 GTS-T/GT-R ones. My pedal is too soft and sensitive for my liking and there is not enough rear bias. The two options are to fiddle around with a Patrol master cylinder and bias valve or just go the whole hog with a pedal box and twin masters on a bias bar. My preferred option is the pedal box and I am looking at the Tilton 600 series alloy one. The question, is there anyone in the SAU community running a pedal box in a 33 GT-R with Brembos? If so, what size master cylinders are you using? I am looking for moderately high pedal effort to make them work as one of the things I like least is a soft pedal. My system shoudl be close enough to the GT-R original that I should be able to get enough rearward bias even with the smaller rears I am currently running (The Brembo upgrade is on the cards for the rear too, I am keeping my eye out for a pair of calipers at the right price)

Yeah, the guys picked up on it on the night but to be honest I was so buggered by then I did not realise they had done.

Just a note on the sprint classes. Dennis has been moved across to class D and the results amended. That was done a couple of days ago when it was pointed out to me but the results are on the same link as before. The remainder had to be checked out by myself while I dropped a sprint run to try to spot every car to check on classes. Most cars which were registered and driven to the day would have not ended up in race class, Fatz cause it is Fatz! Plus he and Jenna have been tracking that car pretty hard for a couple of years. I think Dennis is one of two cars I did not manage to spot while walking around. The regularity results are up on the same forum link with the rest of the sprint results. To explain them, the regularity is scored by the standard deviation calculated in Excel between your three fastest laps of the day, so every driver who did at least three timed laps on the day went in the regularity, the closer together your fastest three the smaller your standard deviation and the better you do. A small club I am part of has been doing it's whole championship like that for years as we have about six regular competing members in five very different cars and the regularity format takes the car out of the picture while still not having to do anything but drive it as hard or as gently as you want. GTR32G, just to put in another apology, I actually was expecting you to move up behind me pretty quickly and was looking for you, but between us we managed to time you moving across with me changing mirrors as I was starting to move towards the kink and I lost sight of you entirely as you went into a blind spot (Between the cage and helmet and driving position (Very very low, the windows are at my shoulder) the blind spots are not small) Just glad that there was no damage done, not what I want to see happen at a track day and certainly nothing I want to find myself involved in. I also want to put up a thank you to everyone who helped on the day and everyone who entered, Given the format of the day (With Group A/C demos and or passenger laps between each timed run) I think that five timed runs of 12 mins plus two passenger sessions at the end of the day is not bad going. on a normal day without the historics there we would probably have had seven timed runs for the day.

RB25 repower or just an RB25 box? If it is an RB25 gearbox replacement you would need to tell people is it an RB25DET box or a DE box?

Yep, that would be the one, it used to be an absolute rocket in a straight line, now it is just very very fast. I was told yesterday that it is nearly 200KW down on what it used to have! I have been told in the past that it had around 500KW and given the straight line stomp it had first time I saw it, I would think that was possible! Interesting way they unload it. It arrives on the back of a flatbed rigid truck parked on top of a steel lifting frame. They hook the truck mounted crane to the frame, hoist the whole lot on to the ground next to the truck and then push the car off on the flat. It would be nice to have money to have toys like that.

Apparently the Supra is currently a couple of hundred HP down on what it used to be, I have seen it about the traps a few times and thought at a sprint earlier this year that it was not as quick as I remembered. Still no slouch! I was happy enough with a 1.31 in my coupe given it is effectively the first time I have run it there (Got about ten laps the only other time, stuck behind some nong in a Gemini who was like a snail through the corners and dead set fast in a straight line, and then it rained so hard that they stopped the day) I could certainly have gone a few seconds quicker with a bit more bravery under brakes at the end of the two straights. I can say that a HR31 on semis is not a lot of fun without power steering, the belt failed in the first wet session so it was armstrong time! It was still managable (Just) so we kept running. But with the rain it made hard work of a twitchy car, 200 odd RWKW at 5600 rpm and seriously snappy onto boost in the rain is sort of attention focussing. Second was virtually unusable, third was inclined to break away at about 4500 rpm and it broke away a couple of times in fouth. Would have been great fun with the PS pump still doing it's thing.

Just to put in 10c worth. I was in Shepparton recently (Last week) and I would not think the flooding there will have any great impact on organising the event. Benalla, no idea as I have not been there in a while but I would make a similar assumption. the real flood affected areas are closer to the Vic-NSW border.

Basically what Cazz said, they are two distinct events with different names. I would assume that SAU Vic would have registered the "SAU Nationals" name to protect it as well. if they have not, they should! But there is no point in establishing and registering a name to protect it and then not worrying about it if someone goes to use it. I would like to see both events succeed, but a combined oue would be great too.

The car is about 1260KG with a driver and "Some" fuel (I can not recall how much we had in it at the time, probably 20L or so) I bought the Dunlops (Whoops, 03G not 01G, just had a look) at the start of this year as the previous set of 888's were well down and I had a wet hillclimb coming up, no one had the Toyos on the rack so I grabbed the Dunlops, when I bought them Stuckeys (Melbourne) reckoned that the Dunlop was the softer of the pair. There are three compounds about in the R888. G, which is the hard one, GG which is the meduim (Which I have) and GGG softs, which would be unusual to see, indent order only. The Dunlops are sitting in the shed as our sponsor pitched in a set of the R888's before the Phillip Island 6 hour so we pulled the part worn 03G's off and shedded them until the Toyos wear out so we had brand new tyres going into likely wet weather at the 6 hour (Which turned out to be a beautiful weekend) The Toyos did about 500KM around the Island at a relatively relaxed pace (2:00 lap time nomination for one bloke and 2:06 for me, where the car as it is should be good for somewhere in the low 1:50 range) I reckon they are about half worn out. There is a much softer Toyo that I would not use on the R31 for anything but a hillclimb, the RA1. I think they are the Toyo wet compound. One of the blokes at Mallala was running them (And going pretty quickly) but reckons they were pretty old and hard. I think in new condition you would melt them in a sprint on an R31. I have had the Toyos go off but that was at a Winton Sprint on a 35 degree day doing 15 minute runs, they started to get a bit sloppy after about 10/12 mins at sprint pace.

Another tyre to have a look at would be the Toyo R888. That is what we have settled on for my coupe. The Dunlop 01G was another we tried, I am sure they are a little faster overall than the Toyo, but it is more expensive, took longer to warm up and work, had less feel and was just not as nice in the rain as the Toyo. All things that worked against it for Hillclimbs on a typically damp and cold track! Even at Phillip Island the confidence you could have to just stick it in there on out laps at the 6 hour regularity was just not there compared to the Toyo. The Toyo started to feel good about halfway into the first corner.

What would account for the speed difference in what the ECU reports compared to GPS? Not wheelspin I would presume in a GTR even with big power? I will have to have a look over my video footage again, I might have had only the first shift light stage on in the kink when I was running it flat in fourth, that is set at 6000 rpm with the second stage at 6500, if I was part way between the two that would be about 170KMH. Most laps to be nice on the car for the following weekend I slotted it into top gear before the kink and ran to the hairpin in that, would not have cost me much into the kink but it certainly cost me at the end of the straight.

Interesting to compare setups, going by the calculator that was linked in this thread (Which must be in miles an hour not kilometers) I was doing roughly 185 through the kink and the car was dead stable at full noise in fourth (Where I could touch my conservative limiter before the hairpin) or in fifth gear. I have roughly 180-190 rwkw so I am happy enough with that for the first time I ever saw the track. The stability I reckon is the difference in our setups. my spring rates are about 8 / 5.6 and while it needed more roll stiffness, it had good traction out of most corners with an LSD that does not work (Budget) but it understeered a bit more than I liked in the slow stuff. on the plus side it just rode through the turn one bump like it was not there, flat in third gear at about 6000 RPM and it did not even change line. Biggest thing I would need to be at Mallala would be to be a lot more agressive under brakes, I was being pretty conservative on them to preserve the car, the pedal never even softened. I should push the car a lot harder as I was only doing 25's or so on the laps I ran it up a bit, but I had a Hillclimb one week later back in Vic when I would only get home mid week so bending or breaking the car was just not on the screen for me at a day that I just wanted to have fun. I would have been out of the hillclimb if I broke ANYTHING on the car, as would the other bloke who usualy drives the car with me.

Too late to edit my last post. Sky084, I had a look at what you were talking about, it is not the seat frame, it is the bolt through the side mount frame into the seat, the other driver of the car is a lot taller than me and when he runs the seat back the belt can contact the head of the bolt. I guess I will have to get something with a rounded head, if that does not work I will have to round the edges on the top of the bolt in the lathe to take away the shaprness, that and maybe move the belt anchor backwards and outwards a bit if I can to get more clearance there.

Actually the OH did not tell me about the seat frame bit as I was not at the car when you got to it, I will investigate and if I can not soften the edge I might have to glue some carpet in place to protect the belt. Like I said, new scrutineer, new thing to look at and not a bad thing, no one has commented on it before and the car has been as presented in that area for about five years. As for unreasonable requests, I have never actually come across a really unreasonable one, just some inconsistency between one person being told "Never again darken my doorway with this on the car" while another one five minutes later is passed without comment like myself and the bonnet pins. It was not a bad thing to change but that scrutineer also insisted on the alloy filler panels in place of my rear seat, where I know as would you that what the CAMS manual states is a "Flame and liquid proof bulkhead" between the cabin and the fuel system. That would be the boot floor on an R31 unless there is a surge tank in the boot, but it was easier to put in the filler panels to shut him up. Now I can move my surge tank and external pump there if I like, or fit a fuel cell in there. It got to the point where (As I think you noticed with my belts dates wise) that I printed off the page from the CAMS manual stating that for events below international level, belts have a five year life extension past the expiry date printed on the tag. That is still a grey area that I do not much like, to the point that I printed off the new page in the cams manual in case of issues with my favorite scrutineer, along with the one about throttle return springs which changed a few years ago.

As someone who was not on the Nats committee but will probably be on the next one, if there were specific complaints about scrutineering and what was picked on I would like to hear them. I can not compare this event to drift as I have never done a drift event, just not my scene. But I do know from talking to drifters that scrutineering for those events is done quite differently to sprints so comparing to DA and G1 rounds is pretty difficult. As I wrote, if you know of a specific complaint, I would like to hear it. My own take on the scrutineering is this. Every new scrutineer you present a car to is a good thing, every one has a different bugbear or pet peeve and so long as it is not something stupid and so long as they are reasonable and suggest things they would like to see changed in future rather than simply knocing you back (Unless it is something unsafe) then it just makes your car batter and safer. An example ofstupid would be one scrute here in Vic who threatened to knock my car back for the type of bonnet pins it had fitted and told me in no uncertain terms that it had to have at least the type I have fitted now next time or he would not pass it again. Who then proceeded to let any number of cars through over a number of years with exactly the type he had threatened me with a knockback over. I can not really comment on what was done on Sunday as my car was scrutineered and passed while I was in the sign on shed and the only comment was a suggestion for a performance improvement mod (Which I am planning to do anyway) But my car has been past a good number of scrutineers over a couple of years so I was not expecting problems.

Assuming I am thinking of the right car it was the pullthrough in the R33 (Not an entrant as far as I am aware) who smoked them up outside the show and shine, followed by blasting off along the Anzac Highway, nearly losing the car sideways going through a turning lane surrounded by pedestrians and then blaring off down the street wheelspinning, passing cars on a suburban street into oncoming traffic, all the while on his bloody stinking mobile phone. And when he lost it the nurk nearly took out my Pathfinder which was parked by the side of the road and next to which I had had my two year old kid a few minutes before when getting something out of it. I generally keep my language polite on forums so I will not say what I really think, but the colour would be a very deep shade of blue, calling on all the reserves of my RAAF days (Heard the expression "Swears like a trooper?") Needless to say I am glad that overall we had a great display of what responsible enthusiasts are like over the weekend. I just wish the R33 driver drove a WRX or something instead, anything but tarnishing the image of our chosen wheels.

No, it is much closer than that. Goulburn is on the hume in NSW just near where the Federal Highway comes onto the Hume and Wakefield Park is about 10KM out of town. Try searching google maps for "goulburn nsw to wakefield park raceway" and it should get it first go.

2012 is to be held in Goulburn with the track day at Wakefield. I am looking forward to that, I attended a Sprite club national challenge at Goulburn/Wakefield once and unless things have really changed the council is VERY supportive of that sort of event. We had a concours in the grounds of the courthouse and they closed the road in front of it for us to have a motorkhana in the middle of town too. Also, to add my own 2c. I thought the black C110 was the standout car of the show. I am not sure about an RB conversion myself (I like the character of the old L series and as the white one showed, they tend to sound great) but the quality of the job meant that I really just did not care. There were some really well prepared and nicely modded cars there, but if I could take home any car there as well as my own, that would have been it. I hate to think how many hours must have gone into panel and paint to get away with black as well as it did.

Yes, council requirEments mean we have to park cars by 9 so not later than 8 would be best.