Legionnaire

So according to OP's post, it's intended to delay CAS 1-deg signal by a certain amount, based on current revs? I'm having hard time seeing it working as a rev limiter, let alone antilag. BTW, retarding 1-deg signal won't do a thing, because on 1-degree ring there are 360 slots on CAS disc that have absolutely uniform intervals between them. What should probably be delayed is wide slot signal also known as sync signal, because there are 6 slots of different width, and this very signal is actually responsible for synced/sequential engine operation.

Got a link to the device, it's description? Got any instructions? Backfire is a good sign if you're trying to set up antilag, it means the device is actually trying to retard CAS synced events, i.e. injection and ignition. Maybe it does a little too much retardation though. What are the other two wires, power supply? Is the device adjustable at all? Is there "idle" mode of any kind, when ALS just sits in there without adding any delay to CAS signal? Does engine work properly when the device is wired in but is not active? Is your or your friend's ECU adjustable, like Nistune or something? Tried to do any logs? Maybe there isn't enough fuel for the engine to actually run, or maybe O2 closed loop routine is doing funny things, or a bunch of other reasons that could affect engine/ECU behaviour. Oh, and I hope you're not trying to use antilag with the factory turbo.

I have a feeling that all rear 2-pot sumitomos are identical, whether they are from Z32 or any of R32-34 skylines. That p/n is for the seal kit btw.

They're identical, p/n 44120-43P26

I believe it's around 130-140 litres/hour. As for the power, it's hard to say, no definite answer here 'cause it depends on fuel you're using and boost pressure.

Just a thought - you can actually do it backwards and calculate maximum power for a given fuel pump operating @ 13.5v and base fuel pressure. Let's use DW pump as a reference and 43 psi base pressure. Assume E85 fuel and 10lph safety margin. E85 BSFC 0.77 lb/(hp*hr) = approx. 469 g/(kW*hr) 469 g/(kW*hr) / 810g/litre = 0.579 litre/(kW*hr) Now we'll just make a table of boost pressures and respective power levels that are achievable by DW301 pump. Remember, this is for 43 psi base pressure, 13.5v pump power supply and 10 lph safety margin. 7 psi boost - 50 psi fuel pressure - 11.6 amps - [295 - 10 safety margin = 285 l/hr] - 285/0.579 = 492 flywheel kW = 660 flywheel hp 12 psi - 55 psi - 11.7 amps - [285-10=275] l/hr - 475 kW = 636 hp 17 psi - 60 psi - 11.9 amps - [275-10=265] l/hr - 458 kW = 613 hp 22 psi - 65 psi - 12.2 amps - [262-10=252] l/hr - 435 kW = 583 hp 27 psi - 70 psi - 12.5 amps - [250-10=240] l/hr - 414 kW = 555 hp 32 psi - 75 psi - 12.9 amps - [240-10=230] l/hr - 397 kW = 532 hp 37 psi - 80 psi - 13.2 amps - [230-10=220] l/hr - 380 kW = 509 hp 42 psi - 85 psi - 13.5 amps - [217-10=207] l/hr - 358 kW = 479 hp That'll do I think. 42psi is insane boost already, and at this boost level a single DW301will supply enough E85 to make 479fwhp.

You're welcome. Any additional questions - feel free to ask. I don't know what power you're after, but based on the above calculations a package consisting of injector dynamics ID725 and a DW300 series/Aeromotive 340 stealth/Jay racing PT342 pump [the three I believe are identical] should be sufficient to fuel 500bhp @ 23 psi as per calculations above. Let's check DW301 pump specsheet: at 66 psi it delivers 260-265 litres/hour at 13.5 volts and current draw of 12.3-12.4 amps, which is more than required 216l/h and gives a good safety margin. Aeromotive 11142 is roughly the same, without magnification of this tiny graph I can't see squat, but enlarged graph shows performance similar to DW301 pump, also at 13.5 volts. Too bad there is to current draw graph Now Jay racing claims their pump to be higher flowing then the other two, this graph is good because it has some testing details on it And this graph is good because it's supposed to show the difference between their pump and DW301 pump but their data for DW301 flow does not match DW's own data. Anyway, if this graph shows the truth, JR PT342 flows roughly 280-285 litres/hour @ 13.8 volts and draws ~14 amps. Or you can always use twin walbro arrangement (that twin pump cradle of Scotty's is beautiful by the way, terrific job, very compact and tidy), as you can see, two walbros flow 410-420 l/hour at 13.8 volts, which imo is a massive overkill, and draw ~9x2=18 amps.

Sure, you can use double pump arrangement, may end up cheaper, in that case you just choose a pump that provides half the necessary amount of fuel, but at the same max pressure as calculated. Downsides could be more current draw, twice as much wires and relays, more pump noise, not enough space inside the tank or pump cradle, and you'll have to make some clever arrangement for the fuel lines.

If you want to be as accurate as possible, you should start with energy density of the fuel you're going to use, that make a plausible estimation of BSFC in your engine and HP you want your engine to produce. Energy density is rarely used though, you can got to it only if you're really into physics and like calculating stuff. If you don't want to dive this deep, go straight to BSFC [brake specific fuel consuption]. This value varies from engine to engine, and it's not constant in all operating modes either - it changes with load and RPM. I'll start calculations in imperial units, 'cause imperial figures are easier to find, also garrett comp maps are in lb/min. I'll be conservative and assume E85 to have BSFC of 0.77 lb/(hp*hour). Now let's say you want 500 flywheel HP. From this you can see that you need 0.77 *500 = 385 lb of E85 in order to make 500hp for an hour or 6.42 lb/min = 2.913 kg/min. Now assuming 6 cylinders with a single injector per cylinder you need to have injectors capable of at least 486 g/min of E85. To convert this to cc/min, you have to divide by fuel specific gravity at certain temperature, I'll use 810 g/litre, this gives roughly 600cc/min injector, and then by maximum injector duty cycle, say, 85%, which results in 705cc/min injector. For fuel pump requirements do it backwards: 600 cc/min * 6 injectors * 60 min = 216 litre/hour to make 500hp or 705 cc/min * 6 injectors * 60 min = 254 litre/hour to use full injector capacity. Notice that this figure isn't enough to choose a pump yet, we'll add important info below. Now air requirements. Full power lean AFR for E85 is roughly 8.5:1, meaning you need 8.5 parts of air to burn each part of E85. You remember that you need 6.42 lb/min of E85 to make 500 hp, now multiply this 8.5 by 6.42 lb/min of E85 = 54.57 lb/min of air. GTX3076R provides necessary airflow at as low as ~14psi, but your engine won't consume this much air at this pressure, calcs show that 22-23 psi boost is required to make your engine swallow it (at 7000rpm assuming 102% VE and Tamb 30 deg.C). Now, knowing your required boost pressure and turbo you'll be using, you're ready to go back to fuel pump selection. All you now have to do is to add maximum boost pressure to base fuel pressure (fixed by FPR used), IDK what's the base presure level on VQ25DET, 43 psi I should think? Then it's 43 + 23 = 66 psi. Therefore you need a pump that provides at least 216 litre/min @66 psi or 4.5 bar. That's it I guess, I tried to keep it compact, easy and error-free, but if someone notices an error in calculations, please by all means feel free to point it out or correct it asap to avoid confusion.

What AFM exactly do you have though, that's the question. These is another member here, his nick is Dangerman (or something like that), he had RB boosted by GT35 and mass flow measured with q45 AFM, he was quite happy with his AFM, but there was a bunch of other dudes who had no luck with Q45 and reported them to max out at roughly 270wkw. So it would be nice to know if ther is a distingushing feature, an indication that would allow us to tell a higher reading AFM from an ordinary one. Dangerman's was brand new, had a four pin plug and a P/N 22680-61U01. What's the P/N of yours? Quick internet search informed me that there are Q45 afms, both with yellow sticker but with 2 slightly different P/N's, one's -61U00 and other is -61U01. The first one has 3 pin plug, the latter has four pins and that's the one Dangerman used. That makes me suspect that -61U01 may be the higher flowing AFM, and U00 is the "bad" one.

Brand new the cost is roughly the same for either one, and JonnoHR31, although I somewhat disagree with the last sentence in his post, makes a very good point about easier low load tuning and economy. The limit of the Z32 AFM is approx. 580 bhp, and its ID is rarely a major restriction, as it has been proven by lots of results in RB25 dyno thread.

You sure you are not confusing resolution for maximum measurable airflow? Generally, the higher the max flow, the lower the resolution. Being an AFM for 4+ litre V8 one should expect Q45 AFM to have poor resolution, particularly at low rpm, but this is not a big concern on a RB25. As for which one is better - it depends on what turbo you're going to use. If it's something small, say, hypergear bolt-on proposition, then I'd say stick to Z32 AFM. If it's something big, and with 4" inlet, then you could really benefit from higher ID AFM, so Q45 is a good candidate. It also depends on who will do the tuning. Mafia, what P/N does your AFM have, is it -61U01 or -61U00? 4-contact plug?

I tried to use 95RON unleaded. Generally, no adverse effects should be expected with RB25 NEO on 95RON mechanically. But what I can tell you from personal experience - I did notice a severe power drop, the car felt like 60hp or so hp down on power, lost response and felt lethargic and unpleasant to drive. Worth mentioning also is the fact that fuel consumption went through the roof, something like 20-22litre per 100km of city driving could be observed on 95RON.

Jecs used to be an in-house electronics manufacturer for Nissan, e.g. my AFM has "made by Jecs" badge on it, so it might be a highflowed set of stockies. Do you have a link to the said set of injectors?

Yea, highflows may be okay, may be not, depends on how the've been modified, but almost always they're worse that injectors that come from factory with a designed flow. There are some good inexpensive offers for R34 injectors, starting from 50$/inj or there abouts. Search, there are some details about injectors suitable for NEO posted by forum members Simon-S14 and I think urtwhistle.

Current draw should be kept in check, that's for sure. However I wouldn't say it grows exponentially, it does go up with more fuel pressure and voltage supply, but in more like a linear manner. Power cables, relay and alternator capability should be all considered. Scotty nm35, I think there is something to be said for both high and low fuel pressures. High pressures can make injectors with lower nominal cc/min flow useful, generally give better spray pattern and fuel atomization, resulting in lower fuel consumption and better ltr/bhp ratios, but make injector coils work harder, increasing their latency and making them heat up faster in powered up state, make pump work harder, increasing its power requirements and noise and heating up fuel. On the other hand, lower fuel pressures can really make use of larger injectors working at relatively high duty cycles, super-high-pressure-and-high-volume expensive fuel pump is not necessary, but you have to be really clever about injector spray direction and shape in order to keep fuel consumption reasonable and avoid bore washing.

It's kinda hard to say whether injectors should be fine or not without any specific info about the turbo. But my advice would be to get a package of Z32 AFM, injectors and fuel pump before bolting it all together. These three cost around 1000$ for a new AFM, a set of siemens 650cc's and a Deatschwerks pump.

guys, kitty just bumped this thread and for whatever reason decided to post his [irrelevant to toyotas] question in it lol. That other guy seems to understand now that toyota internals in a RB30 is not the best idea. kitty, RB25 neo has dome pistons.

Google around, these deatschwerk pumps have shown some pretty good results on EVOs running E85. Found this, precision 6262, 4x1500cc injectors, 624 American whp. At 33 psi, hey. It's like what, 75-80psi at the pump?

Never done it myself, so can't confirm if it works out okay. But if you decide to put reimax gears into the Neo pump, make sure you take some photos and share results with us

Yes. 77mm OD, 11/12 assymetric teeth, 10.8mm thick gears.

as above, about 235-240kw for safety margin. Approx. 85-90% IDC

that was a RWD 'line though, wasn't it? Some of N/A R34 25GT's were even equipped with sumitomos from factory, so i think it's a money saving policy from Nissan My gt-four as well as 3 other gt-fours of my friends all had M12 bolts.

standard non-turbo two-piston calipers, 280x26mm front rotors. Can't remember rear sizes, but something ordinary, single piston with a sliding frame caliper. Nothing special. By the way, front uprights have M12 mounting holes, so any R32 or R33 turbo or GTR caliper bolts up, but R34 GTT or GTR caliper would require modifications.

I guess it's a question about R34 GTR or 350Z rear brembo discs ? They are thicker that standard GTSt discs, 22mm vs. 18mm if i'm not mistaken, so something has to be done to pads in order to make rear sumitomos fit. Other than that, the last time I checked, 322mm rotors for 350Z were disgustingly expensive and late GTR34 were nearly unobtainalbe (and expensive as well). Dunno, maybe this changed lately...