Roy

As per my response to the PM, I will offer money back on the castor rods if you put them on and they knock. They wont, they are in very good condition. But condition is you install them within 2-4 weeks of buying them.

Up to you...but why pay for two tunes? Put that money towards the best turbo you can afford...not keeping your tuners dyno running/funded. Stao...what turbine housing differences are there between the T3 one you make for the RB20 and the T25 you make for the S15?

Thanks for clarifying. So the RB20 results, did the engine have a full exhaust, FMIC and a decent tune? What do you mean by completely std?

It has been years since I looked at the T3 housing options for a GT28 frame turbo. Once upon a time they never seemed to perform as well as the HKS range due to HKS offering their turbos in a good performing T3 housing. Hence my suggestion to grab a used HKS turbo just for their housing That housing looks like the HKS housings, so perhaps someone can speak to whether there are finally good performing T3 GT28 housings out there. Discopotato and a few other SAU forum guys are freaks with what they know re housing options...fingers crossed they read this thread.

Wait and see I guess...but as always I am expecting Horner is sooking and making things out to be worse than they really are. Testing wasnt as bad as Melbourne and that seems to support the argument that Renault were under a load of pressure to take a punt in Melbourne with an upgrade that wasnt fully tested and ready for a race weekend. So RBR may have played a part in wishing the risk upon themselves I understand Renault were in Austria using extra dyno resources in conjunction with their own dynos getting the miles and hours on the drivability etc. It seems maybe Bahrain, but more likely Spain we will see where Renault are at

Stao...To help me understand a few things what size wheels and housing does that turbo run? Is that optimum with cam gears and the right bolt ons? You say full stock. Do you mean std intercooler, exhaust/dump etc? Or do you mean std internal engine? That graph doesnt appear that different in response to a GT-RS I know its hard to compare a full setup with a bolt on upgrade...but, a TD06-20G like mine is crudely a 55/65mm turbine with an 8cm (read it is approx 0.57-0.62ish) with a 52/68mm compressor. A turbo sized for around 210-230 only needs a 58 to 60mm compressor like a 2530. In which case you can get them to spin up harder than that graph? This is an rpm/boost plot for my 20G and a GT-RS

Dont worry abot de-tuning or leaving something in reserve for reliability. Trust me when I say if : A) you compression check your engine and the cylilnders come back happy b) runa godo quality oil pressure gauge and engine pressure is in line with healthy c) you run Castrol Edge 10W60 Properly tuned you wont have to worry about reliability of your RB20. They are strong engines at that power and what will give you reliability is servicing. Not worrying about the power ceiling of the std engine. My engine died for instance due to a coolant hose under the plenum splitting. y poor proud std engine that I abused but loved dies in peak hour traffic because it overheated and the head gasket started weeping. (though I still drove it for 6 months like that) Others die because of tired, lazy fuel pumps and your rail pressure dropping. Or once started to be modified are poorly modified or tuned. Making sure your hoses, lines, filters and ancillaries are all in good order is what will make your car reliable, not whether its making 210 or 250rwkws ... LOL ALL IMO

So IMO if you put a Merc engine in every car you would have a good race between RBR and Mercedes...then it is debatable where Williams would be relative to Ferrari this year, FI, Lotus etc. A few more races may add light to that. Williams were largely competitive because of their engine. Yes others did less with their engine, but FFS it is Force India and a confused McLaren that we are comparing them to. Williams built a slippery car that used the power of the Merc engine to do the job it did. RBR have good aero that they are trimming down to lower than target figures to try and give themselves a hope in hell in a straight line. If they had the power of the Merc they would run the same DF if not more than Mercedes and leave both to fight for the podium step. This year, we will see how Lotus go...I am hoping they will beat Sauber which will give more of a feel for Mercedes vs Fezz power. The more you read about Allison the more you need to be open to the fact that the Ferrari this year is actually just a good car. I expect next year will be better again now that he is in charge of engine and chassis so the Ferraris are only going to get better as he whips the Fezz factory into shape and all groups start performing. Having a good engine gives you good aero as you hacve good drivability off corners and you are not bleeding aero off the car to compensate for lack of grunt. IMO Renault will get better by the time they are back in Europe and by Spain RBR, well Dan will be pushing for second best with Ferrari. Williams are still a bit of a mystert at present and need to see what Bottas can do with a clean weekend. Poor Massa is still the guy that always gets tyres stuck in his wing, bad pitsop, gets put on his lid etc

LOL, I am rather opinionated on this topic Cant go along with that for a second. I have driven on the track and the street probably about 10-15 RB20 powered cars, including drift 180SX. Now when I say I have driven and offering my comments, I am also offering comments based on the cars respective weaknesses. But one think I can categorically say is that if you have traction problems in your R32 GTSt with less than 250rwkws you have SERIOUS issues with suspension and tyres. If you have traction problems with 300rwkws I say you have average tyres or suspension as the rear end of my car was 100% std arms with bushes for alignment and pineapples with a KAAZ 1.5 diff. I can show countless vids of my car where traction is never a problem. Here is an R32 with an RB25 on E85 with about 340rwkws on AO50s (he is on SAU so may chime in) https://www.youtube.com/watch?v=GVbmrwVAcWc So traction and power delivery....I have actually found RB25s ability to spool turbos far harder/sooner and make more torque actually can cause traction issues before an RB20 would ever cause you problems. But, to the point of the thread about turbos. I think anyone running an RB25 turbo is selling their setup short. I have driven one with a re-written ECU making 185rwkws odd and another with Nistune that made a tad more, maybe 190-195. For the dollars they were not bad things. But, I couldnt pick if they were even as responsive as a HKS 2530 or any more powerful than std turbo. I dont doubt the clock todl the story it was faster, but I have to say it didnt feel mid way between std and a HKS 2530. It felt closer to std. Seat of the pants left me thinking that you really need a 320-350hp frame turbo to get the R32 over 210rwkws before I would say it is a worthy upgrade over the std turbo and the 150-160 it can provide. If you could run 18psi on the R33 turbo it would be a good thing. Sadly you cant run that boost HKS do still sell the 2530 as a kit. try part number 11004-AN007. For a punchy, bolt on 220-230rwkws they are hard to go past. The price for a new kit can make you bleed...but here is a car I drove in a 3 day rally (thanks Russman) and has always been interesting to compare to my TD06-20G setup. Though in this video is driven by Russ, who can drive way better than me. https://www.youtube.com/watch?v=ITBatzu3TlY That video is a std RB20 with 256 cams (they make no difference in IMO) and a HKS2530 tuned to about 230rwkws. Gut full of boost that falls off at high rpm but you can see running AO50s is actually quicker than the RB25 powerd vid shown above with waaay more power. Russ's car at that time was hardly a lightweight race as it is today, and was close to what I would call a road car with seats, carpet, sound deadenging etc. Yes, different drivers and cars...but all show that at various power levels traction is not a problem. And on the track vs street cars need different things. RB25s make an R32 so much nicer on the street. But with bumps and crap roads etc I find they are more traction limited and their main benefit is how they make them such a nicer car to drive around off boost and onto boost.Outright performance? It is more a matter of how much boost you are running and ultimate power as thats what gives you the torque to accelerate in the rev range up top when you are up it...and the difference is often not very pronounced IMO If I was you sama1500 I would buy a blown HHS2530 or 2540 cheaply. You can get them for about $250-350. All you want is the T3 exhaust housing. Then I would go and buy a GTX2860, use the HKS turbine housing and bolt it on for a good little punchy turbo that can feed the lil RB20 20psi and make good power. 230-250rwkws I have not seen that many Hypergear results so?!?! If he can give you HKS2530 response and make 250rwkws on std manifold and internal gate then that is obviously an option, likely cheaper Oh...and that engine or Russman never blew after all that abuse and track work at boost. I think during the Dutton Rally he was running 22psi falling down to about 15psi up top and when he pulled the pin and went RB25 it was still a perfectly healthy engine. Tuned right, you cant hurt a healthy RB20 with the power you are going to make out of something like a 2530 or GTX2860

So Nissan are out of Silversone and Spa. Young Evans jumping into LMP2 team that shoudl be a competitive ride. Will hopefully get the talked about grids this year at Silverstone.

LOL, the real point to make is a DR30, Bluebird (anything Nissan) wipes the floor with a flimsy, rattly Sierra. The Sierra is a thin tin can with a motor

Poo...YBs smash 'em

Lol...but they cant do as good a job. Combination of money and technical resources....the limited opportunity to develop, test and implement due to testing restrictions and homologation of parts etc. No doubt Mercedes gave done a good job. If they were miles ahead in an area of the car other teams could develop like aero or composite materials/weight...wheel or brake rech etc ..then get lifting boys. But the engine freeze sinks that as an option. They get a bandaid and have to develop an engine they only get 4 of for the season....its BS

Rate the rear wing. Similar/same to what I was after but fell off my chair when I read the price...so ended up going pleb spec and DIY

Do you have ABS?

If you have the yelloe coil packs then stick with them. But if you are yet to buy them do std or Splitfire . Forget a boost controller. Not needed, just use the wastegate actuator off your std R32 turbo and the money you saved on a boost controller make sure you have a decent cat in yout turbo back exhaust. The thing will spin to 14psi off the spring from the R32 turbo. Just make sure you are measuring boost at the outlet of the turbo and not inlet to the engine. If you are running the std Nissan ceramic you may experience 1-2psi pressure drop through your piping and intercooler and frankly you dont want to be running 15-16psi on the std turbo so make sure you are controlling boost with a reference pressure off the turbo outlet. As an obersvation those that blow the R33 turbo on the RB20 arae running boost controllers sampling inlet manifold pressure trying to spin the turbo up to ensure the set pressure in the manifold is achieved. And like I said, it is possible 14psi in the inlet manifold is actually 15-16psi at the turbo...so far riskier than knowing/ensuring you are only running 14psi at the turbo...which if your cooler and pipes are all in good order should be damn close enough to 14psi given the relatively low cfm fo air I would not waste your money on injectors or AFMas most likely you will be making 180-200rwkws and they are fine at that level. Only really become questionable in the 200-220rwkws....in whcih case the R33 turbo is not going to get you there

Hockenheim turning up the pressure on Bernie. More circuits should get together and say "get farked" not paying your ransom money race fees. Would be interesting to see how the demands would drop if Spa, Monza, Ring, Hockeheim an Barca all said that FOM had to be more reasonable or go find more dictators in developing cpuntries to pay your fees Teams can't afford F1, circuits cant afford F1 and many fans can't afford F1. Hello WEC I was only looking at the Spa or Japan round this year and now looking at doing Le Mans again

I am told they bolt in but the RB26 one acts as almost a short shift for the RB25 box. I just want a std shifter FFS

Hi, I am missing the shifter that came with my RB25 gearbox. I have found an RB26 shifter but obviously cant compare and have not been able to find anything after a search. Anyone know if I can run the RB26 shifter in the RB25 gearbox

Mercedes has used 78% of their tokens and Renault 62%. They are talking about leaving them largely for the second half of the season when Mario Illien has had a chance to work on the engine and identify improvements. So really, a few software tweaks for Renault to help drivability and then mid year use the coupons to catch up Token summary remaining for the year: Renault 12 of 32 Ferrari 10 of 32 Honda 9 of 32 Mercedes 7 of 32

My problem is that the limited supply of engines and the freeze are rather silly. The cost of trying to get an engine to last 1500kms is going to cost mega vs being abe to rebuild/life components at 450kms or whatever. And then locking in an advvantage for 12 monhs? The tech around the engines cost a fortune, but the countless CFD hours and wind tunnel hours add up to far more in design and construction costs of new floors, wings for every 1-2 races. I dont see FIA freezing aero specs at the start of the season. Everything is a compromise, and at the moment it is rather stupid to have a new engine manufacturer like Honda looking so stoopid. Renault struggling and leaving Merc GP cruising as its advantage is locked in by regs

I think F1 has been on a roll lately. But this year looks woeful with quali performances over 1.3 seconds clear of the next team. Lets see what happens re the Williams and Ferrari fight....but with no McLaren or RBR in there it will be interesting to see if Lotus can not trip up like they did on the weekend and get in to 4th in the constructors

Fezz had problem after problem on Kimi's car last year...seems stupid mistakes in pitstops continue. Engine freeze with a new engine formula and only 4 engines a year...well appears we hot lucky last year, and now the Mercs have a huge advantage. Williams 4acing Ferrari for 3rd-5th looks to be the only thing we can take from the season. Mercs finish 30sec ahead when they were not even pressing

Dull race for the lead, but plenty going on at the back. My first reaction was "oh no not Arnie" but he did a good job...as others said better than old Alan. Webber and Alan Jones were a good duo.Mark will learn he doesnt need to talk so much and clubbed with Alans low key I quite rated what they could be with regards to commentary. But Aus GP only so who cares. Bigger concern, is Homo is going to cruise to wins unless Rosberg can dig VERY DEEP! RBR cant pass a Sauber...Fezz still only able to field 1 car....and McLaren a disgrace... that was the sort of finish we expected last year...not 12 months into new regs Williams will struggle.../lotus still breaking my heart...and thanking god i have WEC to follow this year

So what is the difference between 6 pot and 4 pot? Running the same rotor and pad will often mean less braking power!!!!!! NOT more!!!!!! There are loads of threads posted about this sort of the stuff. Maybe people should read the EVO caliper thread to get an idea. People shoudl think of brakes as simply heat sinks. So you are not trying to stop quicker, but rather stop more consistently. So you handle more heat largely with the rotor so everything the caliper does it based around what the rotor needs. Good pads and fluid. Good curved vane rotors of bigger diameter...and frankly its pretty silly to use less than ideal lug mount caliper adaptors rather than go to a proper radial caliper. Especially when the piston sizes are going the wrong direction. ie the bigger the rotor you choose the run you actually want to go to a caliper with less piston area...NOT more. So going from a 280-296mm std Nissan rotor to a 355mm rotor you dont want to be going to a caliper with bigger pistons than the std 40.4mm pistons