juggernaut1

Just got an email from PJ (Paul) and he just ran 503 rwhp on the JEM dyno with 25 psi on a 3076 and 1.12 exhaust housing on E85 with 1600cc indy blue injectors. He mentioned they did run up to 27.5 psi boost and made more power but were concerned for the intregity of the SR20 block as it wasn't sleeved. 376 rwks' has surely got to be a record out of a 3076 on any engine.....

Yes I agree power to weight and power delivery is everything in motorsport. Also I believe the Gary West car is a 4.9 litre Buick V6 motor revving to just under 9000rpm.......I guess he could have used an RB. Stock for stock I think the V6 may have more (or very close) power and torque at 195kw @ 6500 rpm and 340nm @ 2600 rpm, respectively, compared to the RB. As for reliability and cost....the Commodore and Falcon sixes have spawned a whole race class based on low cost reliable racing. I guess the success of the class speaks for itself. But if it were my choice I'd slot in a LS2....light, compact, cheap, reliable, economical for the performance with the 6 speed, better overall power curve and huge aftermarket support, plus the stock computer can be tuned to suit some fairly serious levels of mods. Refreshingly simple really.

Ballistic cats are 100 cell. I recently got a price of around $350 (from memory) without flanges for a 5 inch body 3.5 inch inlet/outlet Balistic cat from this place: http://www.surefloexhaust.com.au/frame1600x1200.htm

Problem with the positive displacement supercharger on the LS is that they have too much low down torque and sacrifice top end. Mate has one on a Monaro and now he's putting traction control on it. Brother has a twin turbo LS2 and makes more power everywhere from 3200rpm when it hits full boost and is much more tractable than my mates supercharged Monaro. Depends if you want to do skids or have a fast car I guess.

Gary West came out of retirement pulled the car out of the garage and won the title with the normally aspirated Buick V6 powered open wheeler....again. Pretty sure this car also holds the outright lap record at Barbagello too.

LOL The Australian hillclimp championship was won be a Buick V6 powered car (and not the first time either) not to mention the odd circuit lap record - I don't see them jumping to a Cummins anytime soon. ....and to think he pulled a Cosworth V8 out of the car too to replace it with the V6 because he wanted more torque!

Could show some promise based on this: http://cgi.ebay.com.au/Nissan-Silvia-S13-V...93%3A1|294%3A50

.86 A/R (not trim)

As a general statement - in your example your assuming velocity is a constant (or assuming it can be maintained) - which is not always the case when you increase the cross sectional area of something - hence it may not always result in more hp across all rpm. Despite my above comment - in the case of t/b's - I've found bigger is actually better - not necessarily for outright hp (i haven't done back to back tests) but for response because the T/B is basically a choke and the quicker the choke is removed through each incremental movement of the larger throttle plate the greater the airflow into the plenum and therefore cylinders. So in essence I'm agreeing with your Airflow formula in the case of T/B's - to a point. There will become a point where the T/B can be too big in which case the velocity across the throttle plate will diminish and cause the throttle to be doughy particularly at part throttle/low rpm situations resulting in driveability issues.

Your on the right track. I run falcon AU thermos (2 x 12 inch fans) complete with shoud on my SR with 290 rwk's no drama's - temps are typically stable between 80 and 85 with stock t-stat - most i've seen is 90 with aircon on in 40+ degree heat. I spent a bit of time sealing gaps with rubber and foam to ensure the air got pulled through the rad. Also run stock undertray. I also wired the fans to run separate low and high temp settings which is controlled by the Autronic. My brother's VZ LS2 with twin turbos, 100mm thick intercooler and 380 rwk's, air con, etc runs factory thermo's and no drama's either. The thing with the factory thermo's is that the shrouds cover the entire rad so the fans pull air through the entire core.......unlike plonking 2 x 12 or 1 x 16 inch Davies Craig fans, or smilar, on the core which only pull air through part of the core. Also checkout this article which further supports my views http://autospeed.com/cms/A_111234/article.html

Wonder whether heatsoak due to the close proximity to the radiator would turn into an "interheater"

Sweet thanks for the info - which confirms Bosch's own rating of the pump at 200 l/min also. Cheers,

I thought the Nismo was 4.1 litres/min or 246 litres/hour.................. vs the 044 at 300 litres/hour....no?

It's something that I'm contemplating but just curious as to the pro's and con's of in-tank vs external vs external with surge tank. If you mount in-tank do any problems exist as this would be the neatest way......but was wondering whether a dedicated surge tank was required for the odd treck to the circuit where G forces would be higher? I have an s15 and can run my fuel down until the fuel light comes on without any fuel pickup issues at the circuit. Was thinking of upgrading my fuel pump (currently Nismo) to an 044 when I make the switch to E85. But was curious as to the best way to go. I've nearly rear ended a few VR and VS Commodores at the circuit where they have fuel surge issues mid corner resulting in temporary engine shut down at the most inconvenient of places. Here's a few setups I came accross on another forum: http://www.freshalloy.com/forums/showthrea...fuel+pump+setup

Sorry to digress....is anyone having any surging issues with the intank 044 on track (circuit) days when cornering? If so what was your fuel level when this was occuring? I guess what I'm getting at - is it necessary to go to a surge tank setup for a bit of (safe) fun on the circuit?

I have the Sard 1000cc single nozzles "fire hoses" in my sr with cams etc. Got them cos I always contemplated E85. Slight lope when cold. When warmed up it idles like stock. Idles at 1000 rpm. Running 63% duty cycle on BP98 at full noise.....so they may be too small when I convert to E85

That one looks like it has the T2 rear.

My tuner Glenn "Lumpy" Campbell was the WA Autronic agent and is now the WA Vi-PEC agent. I went Autronic in my SR and he did the tune and when we've discussed each he hasn't mentioned that one is leaps and bounds better than the other. The Vi-PEC will likely have better support now and into the future now that Ray Hall doesn't support Autronic and is behind Vi-PEC. The Vi-PEC also sounds more fool proof and quicker/easier to setup and I like the sound of the active knock control on the V88 - but if E85 becomes widely available knock may become a thing of the past - however, the ECU will need to be able to control big injectors with the additional flow requirements of E85 - so that may be a consideration along with idle control etc. I guess if a tuner is well versed in the ideosyncrycies of the relevant ECU then I guess its a moot point providing the chosen ECU is suitable for the task at hand.

From a logic point of view if the o ring is swelling wouldn't it be effectively increasing the pressure exerted on the two mating surfaces and therefore minimise leaking? Is the o-ring properly seated?

Gary, Firstly good to see your back on the forum. Powerplus "quote" 116 RON and 108 MON - refer the spec sheet on the previous page which I grabbed off their website - which is a bit more than what you've mentioned. Nevertheless, I agree with you that the price difference is hard to justify and whether there is any performance difference might be negligible.

I got it through PJ's Quick Bits on NS.com (forum sponsor) $1,350 delivered to Perth - without the rear housing (as I'm upgrading my 3071). Obviously pick up would be cheaper. Just checked my invoice - it was $1,280 without delivery/insurance. I couldn't get one in WA - MTQ in WA had 40 on backorder available in June. When I rang they said everyone is throwing these turbos (3076's) on all sorts of motors - hence the demand.

This is the surge I'm referring to - which is the most dangerous and is what the surge slots on the 3076 and the like are designed to reduce - No BOV will help you here. Haha...and its a skyline. You can hear the air backing out of the turbo inlet and being chopped by the compressor blades whilst the turbo is still being driven under load - nasty.

Sounds good...I'll get back to you re future supplies. You might have to send it over Mad Max style - send the decoy fuel tanker to Queensland and the bus loaded with drums of E85 to WA. Currently upgrading my fuel system at the moment. Did you ditch your Nismo intank when you upgraded? I was hoping to run my current Nismo in tank to a new 044 in line and hard wire both pumps to the battery with relays.

How does a BOV replace the effect of anti-surge slots when these anti surge slots minimise compressor surge when the turbo is spooling under acceleration. In this instance compressor surge happens when the turbo is spooling too fast for the engine to swallow the airflow it is providing i.e. at low rpm. As a result the air backs up in the turbo system and ends up coming back out of the compressor intake. This type of surge is more prone to happening when your using relatively smallish ex a/r's on biggish compressors as the small ex a/r is more likely to spool the compressor faster at low engine rpm which is usually when the problem arises. The anti-surge slots are effectively a bypass system. PS I just picked up a 3076 and it had the anti-surge slots.

Are we talking Powerplus E85, and if not does it include the anti-corrosive properties and lubricants as contained in the Powerplus mix? Or is all E85 the same stuff and simply rebranded and marketted as such?