ynhrgt

I don't think there is a section dedicated specifically to engines directly, unless I'm blind so I thought I might as well ask here. Regarding stroker kits that are available for the RB26, which obviously increase the stroke / torque of the RB26 to 2.8L. My question is why not just bore out the RB26 to an RB28, instead of increasing stroke, reducing the maximum rpm an rb26 can rev to. Increasing stroke is nice, as it obviously adds to the amount of torque that can be generated, but are there any actual big bore kits available? On a side note, how high can a RB30/26 hybrid rev to? Assuming the engine has countless dollars into it.

Is there such thing as a '93 V-Spec II N1?

I've done a bit of research on the R32 GT-R variations and I'm a bit confused. What is the difference between a 1993 GT-R V. Spec II and a 1993 GT-R N1 model? I'm pretty sure there were n1 variations, and I've found a website that lists what the N1 specs are, but it doesn't say what the differences are between those two different models. Is it safe to assume the N1 has everything the V. Spec II has without abs, a/c, etc.?

Im just wondering whats the best material that a header, exhaust and down pipe can be made from?

I agree the ass end is a bit bootylicious. But I don't think it would look half as bad on a darker GT-R, maybe black with some VERY wide tires to play with.. maybe 275 / 315? lol

I've posted on gtrcanada.com so I'm just going to link to it. http://forums.gtrcanada.com/viewtopic.php?t=6914 Anybody know what that kit is called?

Thats where the twincharger concept comes in!

I saw a skyline with Twin T88 turbos with a custom manifold obviously mounted to an rb26dett. I was just wondering how long it takes to spool up a t88 turbo, and how long it takes to spool up two? Lastly, why are the T88 turbos considered out of date? Can someone suggest a high-tech alternative.

I'm not quite sure if this belongs here or in the suspension department, as I don't think its suspension. But does anybody have this body kit? http://www.veilside.com/veilsideusa/aero/n.../32gtreiii.html Exactly how much wider does it make the R32 GT-R? I'm looking at this kit simply on a performance basis, as I like the idea of having a wider wheelbase, not to mention it doesn't look half bad either. Although I don't like the rear bumper gap at all, so I'm going to leave the rear end stock. If anybody else knows about a wide body kit that DOESN'T look like ass, please refer to me.

I was wondering who makes wide body kits for the R32 GT-R. I'm only going for a certain look, rather not have a gt-r that looks like a robot heh.

Just wondering whats the biggest turbos you could squeeze under an R32 GT-R bonnet? I've seen the Turbonetics Y2K and Turbonetics Thumper turbos (100+mm inducer) and they look absolutely rediculous. I know a custom turbo manifold may have to be made for these heh. BTW anybody care to enlighten me what top-mount turbos mean? and the benefits.

I was just wondering about the drivetrain of the R32 GT-R and just curious about a few things. There are obviously was you can upgrade your differentials, but what exactly does 1.5 way, 2 way differentials means? My other question is why is the front differential mechanical? wouldn't it be better to swap a viscous LSD in the front as well?

Hahaha, I never said I wanted to buy one (although some day) just curious how hard it was to find one. Anybody else got any other links?

Exactly how rare is the GT-R Z-Tune? Not that I have the money to buy one, I'm just curious as how rare it would be to even find one. I know 20 were made, so finding one probably will be as likely as buying one itself heh. Just curious as if anybody knows where a Z-Tune could be found? I'm 99% owners wont ever sell their precious z-tune tho

Just wondering whats the quickest way to get into the 11's.. or even high 10's. This is for a bone stock gt-r r32, looking for the most bang for the buck modifications ...

Hey Stocky or Warpspeed.. have you figured out how to retain the factory A/C or power steering with the supercharger?

Well, I was hoping for a product you could point out specifically to do the job but that's okay i'll find one. The control diaphram is supposed to be double the size right?

Anything specifically from Turbonetics? I was looking at the HKS GT 2 60mm wastegate.. but I guess that's too big.

Can you recommend a good wastegate? I'd rather avoid tinkering around with wastegates since I'm not a pro. heh. BTW, is it a good idea to ceramic coat the intake pipes, and the turbo/supercharger connecting pipe? I'm planning on ceramic coating the turbochargers, turbo manifolds, and probably doing a real nice custom intake heh.

Okay, I just have a few last questions.. which shouldn't be too hard to answer at all. Which would be better? Rerouting the recirculated air back into the turbo/supercharger connecting pipe or back into the turbocharger inlet (which i'm assuming is directly after the air filter)? Well, I'd really like to use a conventional blow off valve of some kind if possible, since I have a nice Turbo XS RFL bov sitting at home waiting to be used . I guess it would also be impossible to adapt a bov AND a wastegate into this correct? lol. I will update my piping diagram soon. Your sure this bypass is the best I could possibly go with?

Yeah, I was just wondering if the supercharger wouldn't be able to keep up with the turbochargers outlet boost pressure. Which is a legitimate question imho, because at higher rpms espescially towards redline, superchargers run out of breath, exactly how sure are you this wouldn't impede on the turbochargers flow? I mean the turbocharger has a greater highend, your comment sort of contradicts that saying a supercharger can maintain this flow even towards redline.

Well, I'm assuming I can't use a regular re-circulating blow off valve at all? No PTSHHH sound hahaha. Lol. By the way, could you explain to me again why the supercharger WOULDN'T hold back the turbocharger? I mean at higher rpm, wouldn't the supercharger lose its charm? I couldn't find a clear explanation why again I'm not sure how would I stretch a pipe across the engine back BACK into the turbocharger inlet pipes, wouldn't it be just better to recirculate that air back into the connecting pipes? What is the benefit of rerouting into the TURBO inlet pipes?. that would take a lot of damn piping work lol. Could you offer a simple suggestion using my picture as a guide?

Well, okay.. I understand that much. But now your telling me a different story heh. From what I've understood so far, the bypass valve needed to be re-circulated or vented to atmosphere to relieve excess pressure when the throttle is partially closed or fully closed. I was under the impression that the bypass valve would re-route all the boost generated by the supercharger/turbochargers BACK into the supercharger inlet when the throttle is closed. Now your telling me the supercharger would get compressor surge when the throttle is closed during upshifts/downshifts? I mean.. isn't the whole point of re-circulating the air to get rid of a lot of the supercharger parasitic loss by having its own air power it? I should have asked this from the beginning, could you show me YOUR setup? Please tell me if the following would work? It's a *VERY* crude drawing.

I'm not set on using anything till I figure out what I need to do. There is no need to get hostile here, I'm just asking some legitimate questions. My question is exactly where does the bypass valve air go to? back to the supercharger? So I'm assuming you would need another pipe re-routing all that air that needs to be rerouted back into the supercharger? I can live without air conditioning, it's not that nesscessary, besides it should free up some HP anyways. Power steering however I refuse to live without. I'll have to find a way to mount everything up.

Again guys, I appreciate the debate in turbocharging / supercharging.. but this isn't "WHICH" is better, it is how do I make the engine better with BOTH. BTW, Warpspeed, I take back my whole "I don't get it" statement. I understand everything a lot better, I just had to draw a few pictures, and make a few obscene hand gestures regarding throttle position in proportion to poppet valve position. Basically, I understand now. I have a few things I need to clarify still. How certain are you that at under FULL accelleration, with the bypass valve fully closed.. that the supercharger wouldn't suck up some horsepower? I mean its still connected to the drivebelt isn't it? Or would the turbochargers behind the supercharger push the supercharger to avoid the power loss? I understand that under partial / light throttle or when the throttle is fully closed (fully stopped or when up-shifting) that ALL the air would be re-directed back into the supercharger inlet which is great since it uses its own energy to propel itself. But when you downshift what is the gaurantee that the bypass valve will re-direct everything properly espescially under high rpm since it has two turbos spinning behind it? All I need is just a drawing of the piping if you could provide this So I have a rough idea to go by. BTW is it a good idea to ceramic coat the turbos, turbo manifold and intake piping?