juggernaut1

I can do 4 Nismo 740's for $680 - brand new plus postage if your prepared to wait about a month. Reason being is that I bought them for my SR but then switched to the Hypertune manifold which requires top feeds. My car will be tuned in about a months time. I just need to be certain that I happy with the Hypertune intake and Full-Race twin scroll manifold/turbo setup before I let the 740's injectors go. Otherwise its back to a very expensive drawing board!!

Just surfing the net and found this comparo btn Garret 3076 and BW 256 with pics and dynos at various boost levels. Cheers, http://www.honda-tech.com/zerothread?id=2220363&page=1

When I rang this place (about 15 months ago) he no longer did extrude honing as he had leased/sold his dies and gear to someone else. I think Unique Autosports used to use his services because when I ran Unique about the same time they also advised me they were no longer able to get manifolds extrude honed. Things may have changed now tho'.

One of the advantages is extrude honing allows you to flow balance each runner as well as improve flow overall. For instance my sr20 intake manifold was all over the place and when extrude honed the runners all flowed within a few cfm of each other. Not to mention it also picked up nearly 50cfm of flow on the poorest flowing runner. Unfortunately I had a change of heart and am now installing a Hypertune manifold so I can't say what the real world results might have been with the extrude honed unit.

Andrew Sanders at Specialised Power Porting is the only place in OZ that I understand currently does this. I have used his services on my exhaust manifold, intake manifold and compressor cover. From memory, 4 cylinder manifolds (intake or exhaust) were $550 each and comp cover around $300. Obviously these prices may have changed and will be more for 6 cylinder manifolds.

Aren't Power Enterprise injectors essentially Sard injectors?

In terms of which viscosity of oil to use I think it will be a case of trial and error as this will depend on your bearing clearances, and will vary from engine to engine and will also depend on your oil pump flow and pressure. My case in point.....I used Mobil 1 5/50 in my stock sr20. Oil pressure is fine and doesn't drop off at idle even after 30 laps around Barbagello. My brothers LS2 we tried the same Mobil 1 and it had shocking oil pressure at idle after giving it a hard time. Switch it to Castrol Edge 10/60 and oil pressure is perfect. Generally, there is not much variance in max oil pressure (probably due to the oil pressure relief valve) but it is at idle after giving the car a hard time when the viscosity is noticeable and oil pressure may become marginal. Incidently, I just pulled down my SR with 40,000 klms which has done 100's of laps around Barbagello and the bearings were still like brand new using Mobil 1. I was going to try Motul 300v in my new build (after run in) but I am now considering staying with Mobil 1 given the excellent condition of the bearings given the flogging it has had.

By 'stock fuel economy' I mean actual acheived fuel economy on the way from Perth to Sydney - achieved approx 10.5 litres per 100 klm on the way over and 8.5 litres per 100 klm on the way back.......not comparing highway to city driving. Therefore, we are more or less comparing apples to apples.....unless Perth is downhill from Sydney. One of the reasons I see for the improved fuel economy is due to the huge torque of the engine with the turbs ....even at low revs.....which doesn't require downshifting on the tall 6th gear. Whereas before the turbs, it was necessary to downshift to 5th or sometimes 4th for brisk overtaking. If you look at the dyno, the torque at 110 klm's has nearly doubled. In 6th gear 110 klm's equates to around 1600 rpm.

Dyno for abovementioned LS2 comparing before (red dyno) and after turbos were fitted (black dyno). Sorry about the other hand scrawl dyno plot we were comparing another engine on this plot.

OK my 2 cents.....why not an LS1 or 2. Light, compact and arguably more aftermarket parts than any other engine. My brother runs an APS twin turbo kit on his LS2. Cost $14K for the kit including fitting plus twin 3 inch exhaust and makes just over 500rwhp at under 8 psi of boost on stock motor. And you have a meaty 6500 rpm power band. Fuel economy, we averaged 8.5 litres per 100 klms on the trip back from Sydney (where the kit was fited) to Perth. Yes thats better than stock fuel economy at highway speeds.

Here is another option. Basically the intercooler is in the typical location, however the piping enters up the top and at the back of the cooler. Your reduce your piping length and reduce heatsoak. However, it nessecitates cutting the body work on each side of the radiator for the pipe work. This setup is made by Full-Race (home of the twin scroll specialists) in the US.

Couple of calculators for you: http://www.csgnetwork.com/compcalc.html http://golenengineservice.com/calc/calccr.htm Did you have the combustion chambers modified in any way - if you have then chances are the chambers will be bigger which will reduce your comp too. I've just had an SR built an we initially installed 8.5 CP's but as the head had been modified (by JHH Engineering) we then had to install 9.0 CP's to get the static comp up to the target 8.8:1. We didn't have the head at the time the bottom end was built and had relied on general comments from JHH that the volume wouldn't vary much. Not having a go at JHH - I'm stoked with the job they did. Just saying it pays to CC's everything and calculate the comp ratio before buttoning up the engine. Personally I would rather run more comp, less timing and less boost. With E85 fuel coming on song I can then retune for more timing and boost.

Hey Phunky, my tuner has done that setup with an SR in an S14 using an inverted ARE cooler. From memory there is a larger gap btn the cooler and radiator which has then been sealed. Probably to minimise radiant heat. Used AU thermo fans. Anyway it puts out 440rwhp and apparently holds the lap record at Barbagello on the short circuit. It also generally wins the supersprints and hill climbs at Barbagello....which is not bad for a streetcar with full interior (with half cage). So it can't be a bad setup. I also spoke to Wayne Embleton of Embleton Engineering here in Perth about that sort of setup some time ago. He mentioned that the response from the shorter piping was noticeably improved. Cheers,

The concern I've seen on a few forums seems to be around the longer term effect on the engine on the wear side of things....and specifically whether it affects engine oil much like methanol does. Only time or having the engine oil analysed will tell.

When extrapolating the potential range on your car I see you've assumed the bottom half of the tank will give the same range as the top half of the tank i.e. klm's travelled on top half x 2. Is this a fair assumption...I don't know because I don't own a Skyline. But in all the cars I've ever owned, the bottom half of the tank never gave the same range as the top half? Just curious.

Look where all at a loss as to where 378rwhp (1002-624) escaped to......somehow semis and the ramp rate don't cut it with me. But that's the nature of dyno's. I still like Trents post of insights and updates and Paul for keeping the bastard honest.

The company you work for would probably be larger and more profitable if you stopped posting on this forum.

I have a set of ADM s15 injectors for sale...out of my 40,000 klm S15. I'm happy with $200 for the lot plus postage - I'm in Perth. PM me if your interested. Reason for sale - power upgrade to my S15. Cheers,

I have a blacktop SR20 and had the intake manifold flow balanced and extrude honed by Andrew Sanders. The stock intake suffers from unequal flow between the runners and the lower runners are also quite restrictive (Andrew flowed the runners and the plenum separately to gain an undertanding where gains could be made). In the end each runner flowed almost identically and some runners (the poorer flowing runners) picked up nearly 50 cfm of flow at 28 inches. And no the manifold wasn't hogged out to gain that flow increase. The gains primarily came from reducing the audible turbulence occuring in the standard plenum and porting the lower restrictive runners. Unfortunately I can't attest to the real world hp differences the flow balancing and extrude hone work on the standard manifold would have had as I ended up buying a Hypertune intake.

Kostecki engine centre in Perth do cnc porting - unfortunately no programs for jap stuff so I am told. I got quoted $3,300 for my sr20 head through someone my tuner knows on the eastern states. He mentioned they do the v8 supercar stuff. However, it took months to get the quote by which time I had the head hand ported.

I've had an SR20 6boost manifold done by Andrew Sanders at Specialised Power Porting who is based out of Mt Helen (near Ballarat I believe - not sure because I'm in Perth). From memory cost was around $550.

Thanks for that. Full-Race have been using divided T4 1.06 ex a/r on their GT35 setups. See below link of this setup on a Subaru EJ25 (2.5 litre). Granted there not the same engines as a RB - but they both have similar capacity. http://www.iwsti.com/forums/engine-power-p...out-5-24-a.html

Str8e180 - are you running the T3 divided manifold or T4 divided? Looks like T3 divided judging by the A/R.

Full-Race also offers life time warranty to original purchaser.

Yeah nice stuff - here's the one Full-Race made for me - still one the jig (top mount T3 for an SR20 - twin scroll and dual gate):