D_Stirls

I think it's to increase the airflow to the cooler and rad' But i think it has caught AIDS through the holes i'm pretty sure i can see some BLUE MESH behind them.

having bigger injectors will open up the option of E85 down the track as well. Although depending on the power your chasing using E85 they might not be big enough.

yeah i do but seriously it it would be quicker for you to do a search on google than for me to go to my other computer turn it on and then load up my manual. Here is your friend; http://www.google.com.au

I have some 5x114.3 20mm spacers you can borrow but you will have to find some nut for then as i have used the nuts for the spacers i made on the CNC.

Well guy's I'm back from my whirl wind trip to Victoria (currently at 35 hours without sleep) and I must say that my opinion hasn't changed.... Melbourne Still Sucks. But i am proud to present the newest member the SA GTR fraternity. unfortunate it's not mine I just was the driver

The timing chain isn't part of the 100k service. I'm pretty sure that the scheduled service for the chain is 200k

Well i've been in the process of proving that they aren't the piece if shite that everyone thinks they are, After all my car is making 247% of the power it came with from the factory for over 18 months now, and it only ever get driven hard. Lets see a standard RB26 make 470rwkw for that long including track days.

I'm looking forward the trip back, got to try and resist the urge to see if it still has the factory speed cut :lol:

If your can really be bothered try and find a factory S14 exhaust and see who's flange is incorrect. Also why are you going from Apexi to JJ?

RB20 are Shite load stronger Jeff and TT boys proved that, lets see a stock SR20 make 370rwkw without throwing a rod or splitting a bore liner Also the difference between the JDM SR20 185kw and the RB20's 165kw would be the difference between the RB's 7psi and SR's 10psi they ran. Also remember that ADM SR20's made 147kw.

The turbine housing on the T25g and the T28 are the same so the dump will fit both. When Andrew made up the exhaust what exhaust did you have on the car? I know that the fir instance the only difference between teh CA and SR dumps/ exhaust on S13's are the bolting pattern on the dump/exhaust so when you fit a SR exhaust on a CA you ahve to mod/rotate the cat flanges so they match up. On a side note a mate is flying me to Melbourne on Wednesday to check this for him and drive it back if there's nothing wrong with it (he doesn't currently have a licence). http://www.carsales.com.au/Tig/UI/PagePopu...;autoplay=false

Matt this is what you want and it will fit; http://cgi.ebay.com.au/TOYOTA-LANDCRUISER-...93%3A1|294%3A50

I think even Ryan would agree that the performance he is seeing with that turbo is just the tip of the iceberg in terms of what is achievable. I would say that the factory cams would be highly restricting with that turbo, set of 264 x 9.0 cams and a few more PSI and that setup could be seeing (depending on the rear housing size) 360>370+rwkw, but then you have to start to worry about the bottom end.

The way in which you will have to set up your head to get 1000rwhp means that you will lose all of the bottom end torque that you will have gained by fitting a 3 litre. having said that you will have more than a 2.5 litre. I think you need to have a good look at what you want from this build and then going for broke because you can't have your cake and eat it too. If you want low down torque go back to looking at a Supercharger as there are S/Chargers that will make 1000hp. Or better yet look at fitting a VH45DE with a charger or twin turbos. Either way once you start you'd better have some money behind you because building a 1000hp engine won't give you much if any change out of $40,000.

Good to see we're on the same page because that's what i said. If you fit an RB26 crank in to a RB25 block you end up with a RB26, because the bore and stroke will then be the same as an RB26.

Why don't you do what a bloke in the States did with TE27 and fit a 1UZ-fe, I'd say that you'd be the only person in Australia with a V8 keto. Having said that the CA would still make more power.

I don't know why people say that a RB25 with a RB26 crank/rods will make a RB27 because it won't. RB25/26/30's all have the same bore 86mm so the only difference between the engines is the stroke. So guess what, if you fit a RB26 cranks in a RB25 you end up with an RB26 because the bore and stroke is the same as an RB26.

Why bother the CA will make more power

Cara if your after 300 at the moment then you will something like a GT3071 + cams +porting + lots of boost and you may just still fall under 300kw but it will be more responsive that the other option which is a GT3076 which will make 300 with cams and has the potential to make more. As for the RB25/30 build, if you are after a big power engine then do yourself a favour an go for a 26 head straight away. 26's have all the good stuff straight away like solid lifters and cams to suit as well as not having the VTC gear which you can't run with big cams. Although the NEO's have the solid setup they have a problem with an exposed oil gallery once you go over 9.25mm of lift and therefore your potential power is limited. The other good thing about the 26 heads is the availability of aftermarket parts like a wide selection of cams, valves, springs etc etc.

How much power are you looking for Cara? 300?

Injectors won't help the turbo make power but cams will. Also Garrett prices were increased 30% at the end of last year. My turbo i got 18 months ago for 1000+ GST trade i can't get for less than $1490 now. It'll be interesting to see of HKS have also mover their prices because Garrett will have moved their prices in to HKS range if they haven't

The problem with the mesh isn't the reduction in flow it's more the pressure drop that it induces. Compressor flow is dependant a pressure ratio (when you look at a compressor map the numbers on the LHS of the map) meaning that the flow output increases when the absolute pressure presented to the compressor inlet is increased. What the mesh does is reduce the pressure in the intake tract before the turbo and therefore reduces the compressor efficiency. Having said that, there are a lot of reasons for the mesh to be retained, the main one being the laminar flow reason mentioned above and it is required for the AFM to function correctly/efficiently. And really if you want to increase compressor efficiency by reducing pressure drop then you should be lokoing at a MAP based ECU and even then you will find that the air filter produces a bigger pressure drop that the mesh on the AFM.

Post up a picture of the turbo and or the ID plate and i'll let you know what it is. It shouldn't be a T25 on a S14 only the S13 and 180sx SR's came with a T25G