PSI Parts

Just realised I haven't put up a picture of the engine bay. So here is a before shot and a few after. Keep in mind that this will totally change with the new set-up (a bit of carbon is going to be added )

Not sure if this has been posted before (please delete if this is the case). However I thought some of you might be interested in this... http://www.lancerregister.com/showthread.p...2894&page=1

The sad thing is that there are a whole heap of dodgy DoLuck Front Bars going round. When I needed to get a new front bar after the Wakefield incident and we didn't have any in stock, I couldn't find one that I was happy with. In the end I had to get one custom made (using a 'reputable' supplier to use as the starting point) which still required over 10hours of work to fit properly.

Yeah I know, but then comes the argument of: more power = more boost = smaller wastegate.

Yeah, according to my wastegate calculations (see below) I need a 42mm gate for the intended boost pressure and power figure. It was more of a factor of separating the two exhaust streams completely. A = Power figure in rwkw B = Power figure in bhp C = Calculated Wastegate size in mm D = Intended boost pressure in PSI E = Boost pressure in bar F = Calculated Wastegate size in mm with boost correction A = 350 B = A * 1.3 *1.2 B = 350 * 1.3 * 1.2 = 546 C = B / 11 C = 546 / 11 = 49.63 E = D / 14.5 E = 24 / 14.5 = 1.655 F = C / E * 1.4 F = 49.63 / 1.655 * 1.4 = 41.98

From here: http://www.psiparts.com.au/detail.htm?ProductID=NI33L61

First post updated with the current specs list (I left out a fair bit, as I'm pretty sure nobody will care )

Well the time has come to bite the bullet and do a full engine rebuild. The current engine is spewing out heaps of oil from the catch can and is generally showing pretty poor signs of compression. So without further ado here is the specs list that we are going to be building. I will be updating this thread with pictures and comments throughout the build. I will also be putting up prices of the build so that people who are thinking about building an engine have a real appreciation for how much they are in for. All the engine work will be conducted at Sabbadin Automotive in Melbourne. Work will start in around a months time and will continue for some time as this is going to be a very long and drawn out build due to not having any time constraints and wanting to do things properly. The aim for the car is to have around 340rwkw, with good response and be suitable for timed track events. It will run dual maps for E85 and pump 98. The suspension will also be getting a few tweaks to ensure that it handles with all that power. So sit back and enjoy what I can assure you is going to be a roller-coaster ride. ARP Head Studs ARP Main Studs ARP Exhaust Manifold Bolts ACL Race Series Pistons ACL Race Series Main Bearings ACL Race Series Big End/Rod Bearings ACL Race Series Head Gasket Nissan N1 Oil Pump Nissan N1 Water Pump Nissan Gasket Kit Tomei Oil Gallery Orrifice JUN Oil Pump Crank Collar Spool Conrods Tial V44 Wastegate (Still debating one or two wastegates) 6 Boost Twin Scroll Exhaust Manifold (Ceramic Coated) Garrett GT3582R (0.78 rear, 0.70 front) Twin scroll, V Band

Thanks Yeah they are GReddy Type S, the type R which has an external reservoir is also available now too. I got mine from GReddy Oceania. See attachment for the Specs. suspension_brochure.pdf

No, sorry I don't. PM Sent

I just came across an ethanol content advisor and wondering if anyone has had any experience with them at all? Some guys in Sweden are using it to automatically switch maps from 98 to E85 based on the output of the analyser, so they don't have to run their tanks dry to switch over. Link: http://www.zeitronix.com/Products/ECA/ECA.htm

I have been playing around in the interior for about a week now and this is what I have been up to. As we purchased the IQ3 a little while ago, it was about time it actually went into the car. We had a few problems to start with, which ended up being the firmware version on the ECU needed updating and the version of Halwin software we were using also needed to be changed. The hardest thing about the whole process was trying to get the serial to USB adaptor to work correctly. Anyway once this was all sorted out the dash lit up for the first time While this was happening I got a spare factory instrument cluster surround and made a blanking plate on the back using some 1mm fibreglass. I was tempted to use Carbon Fibre but want to re-do the whole interior trimming in a nice flat black to avoid sun glare of the clear/gloss coat. One that was made, I used the dash template to make the required holes in the back panel and mounted the unit. I'm also going to integrate indicator lights, high beam, handbrake and two momentary switches (to toggle pages and change dash settings without the use of a laptop) into the dash panel. I have only temporarily bolted the dash in as I just couldn't wait to see what it would look like inside the car. Here are some pics:

As I'm in the final stages of the planning my engine build I have been doing a lot of research on what compression ratio is best for a dual 98 (street use) and E85 (track use). Just curious as to what are people running on dedicated E85 cars? And whether people have thought forward a little and decked the head and running a slightly thicker head gasket to get their desired CR, then all you have to do is get a thinner gasket when E85 becomes more available and you want to run it solely on E85? I think that would be good (most other people are recommending me 8.7 at the highest), as it allows you take advantage of the extra torque throughout the rev range but will limit your max boost level due to knock setting in earlier. However I guess it all depends what you want to use the car for, and in my case it's circuit so response over max power is what I want. A bit of light reading for those who want to get technical with CR's. Hopefully this will be insightful to others as it was for me. Original post is at http://www.modularfords.com/forums/showthread.php?t=51059 Is it better to increase the static CR or boost pressure. There are a couple reasons why supercharged or turbocharged engines run lower static compression ratios. A static CR in the range of 8-9 is very common. Here are a couple considerations. Consideration #1 Heat from compression by a supercharger or turbo can be removed (for the most part) through use of an intercooler. Heat from compression within the cylinder cannot. Also, the cylinder pressure at the end of the compression stroke (prior to ignition) goes up exponentially with an increase in static compression ratio, versus a linear increase with boost pressure. Therefore, increasing the static CR is going to unavoidably push you closer to the knock limit for a given fuel. In other words, the octane requirement goes up more by increasing the static CR than it does by increasing boost. For example, increasing the static CR from 8.5 to 9.5 increases the temperature within the cylinder at the end of the compression stroke (but before ignition) by ~63°F, (assuming IAT2 = 130°F and ideal adiabatic compression with γ = Cp/Cv = 1.4. I won’t bore anyone with equations. The situation doesn’t change much even if IAT2 were only, say, 100°F. In that case, the increase in temp at the end of the compression stroke goes up by ~60°F for the same increase in static CR). Also, the pressure at the end of the compression stroke (before ignition) goes up by ~97 psi from 574 psi to 671 psi, assuming atmospheric and boost pressures of 14.7 and 14 psi, respectively. On the other hand, increasing the boost pressure from 14 to 15 psi increases the outlet temp of the compressor by only ~11°F, assuming AE=60% and IAT1 = 90°F. And by further assuming an intercooler efficiency of 80%, the increase in IAT2 is only ~2°F. Hence, the increase in temp at the end of the compression stroke will hardly change at all. Also, the increase in cylinder pressure at the end of the compression stroke only goes up by ~18 psi (from 516 to 534 psi) with this increase in boost pressure. So summarising the effects of increased temp and pressure at the end of the compression stroke for the two cases: Increased CR from 8.5 to 9.5: ΔT = ~63°F and ΔP = ~97 psi Increased boost from 14 to 15 psi: ΔT = ~2.4°F and ΔP = ~18 psi A higher temp and pressure increase the likelihood of deadly preignition for a given octane fuel. And for those astute observers that know the physics I’ve applied, yes, although I’ve idealized things to keep it simple, (by not including effects such as heat loss thru the cylinder walls during the compression stroke or ignition and valve timing in the calculations), I’m sure they’ll also recognize that this doesn’t change the conclusion. Consideration #2 Power is increased by two completely different mechanisms for the two approaches. Increasing the static compression ratio increases power via an increase in thermal-conversion efficiency. Increasing boost pressure increases power via an increase in mass-air flow rate. There’s less gain in thermal-conversion efficiency (and hence power) via an increased static CR compared to the power gain by increasing the mass-air flow rate via an increase in boost pressure. For example, increasing the static CR from 8.5 to 9.5 results in an increase in thermal-conversion efficiency (for an ideal Otto cycle) of about 3.2%. On the other hand, increasing the boost pressure from just 14 psi to 15 psi, increases the mass-air flow rate by about 3.5%. If boost pressure is increased by 2 psi, (from 14 to 16 psi), the increase in mass-air flow rate will now be more than twice that compared to the increase in thermal-conversion efficiency, (~7% vs ~3.2%), and ΔT and ΔP still won’t be as great as they are when increasing the static CR from 8.5 to 9.5. Therefore, not only can it be “safer” from the knock point of view, but a little more power is gained as well, (relatively speaking that is).

BUMP

That 40th Anniversary looked a lot like mine when I first got it. A lot has changed I think there is even a 40th ann. thread going on somewhere too.

UPDATE: I'm back For those who are still interested, everything that is not crossed out is still available.

Our project car also uses R34 GTR wheels, see our thread and website for pictures BTW: I run 265's on the rears with no scrubbing

http://www.psiparts.com.au/detail.htm?ProductID=R33S-DWNG-FG

We can supply carbon in a variety of sizes, twill patterns and weaves. Email me for info and pricing.

$30 and its a done deal

Build is looking good, be sure to send us some photos once it's all painted

Sorry for the late post. here are the pics: Here is a pic of the cracked front bar, Oh and sorry it $99, not $49 as previously advertised. Sorry for any inconvenience. If there is anything else you guys need please let me know. Shane

Clearance Thread: http://www.skylinesaustralia.com/forums/Cl...le-t282706.html

We are having a final run out clearance of the bodykit stock we have (note that we only stock products that we make) and from then on we will be focusing on the Carbon products as discussed above. We have sourced local products from customers mainly as a fulfilment service, as far as the quality goes some good and some not so good. However we do the hard work behind the scenes to ensure that the fitment is reasonable and if not, we take the issue up with the supplier so the customer isn't left on their own. Which is obviously (maybe not to some) the least we can do since we took the sale. We always appreciate feedback too, which I believe is one of our strong points. We listen to our customers and will do all we can to ensure you guys are happy.

Unfortunately there just aren't as many good bodykit manufacturers these days. We back all our own products, however if we do not have it in stock, we will have to source it elsewhere. We would have loved to stay more and more in the bodykit business but we are slowly moving towards being the biggest carbon fibre supplier in the country.