DoughBoy

Haha I think it all started with the username:Mirkop. Changed your name via deed poll lately, Mirkop?

You would only need to change the valvesprings to accomodate either: a) higher revs B) higher lift cams Really you should be designing the engine to work together as a package, that will produce peak results within a specific rev range to suit your purposes. The turbo, cams, gearing, head flow, manifolds can all be juggled to work well for a specific target - since you've already nomiated the rev range the engine will be in (by buying that turbo) you have to make the rest of the components fall into line. Mismatched components are a comprimise, they can work well together but it's not optimal. Having said that, I'm sure even the standard cams would work with that turbo, so anything larger is a bonus.

What model car/engine?

Haha rename thread to: Nicknick strikes back.. well sorta.

The cam selection for using hydraulic followers are all small lift, and won't require non-standard springs. Cams for torque... where do you want the torque to be in the rev range? If low-end, use the standard ones. If you want more torque higher in the rev range use 264's or 272's - this would complement the turbo alot better than trying to compensate for lack of low rpm boost with standard cams. Although larger duration cams would probably assist low rpm torque as well, as they aren't aimed at reduced emissions al la std jobs. Running an aftermarket exhaust manifold (re: a good, proven one, not a hack job) will give you a big gain in off-boost torque and driveability, as well as a throaty exhaust note. Short version - get the largest you can get your hands on. 264 or 272 would be awesome!

Mitsubishi L300! Oh and a '03 CBR 900. And I call bullshit on wreckedhead's attached "rides"!

Uh dude the thread is a year old....

Turbo by itself or with Trust exh manifold? What head?

It's an earlier (R32 or 33) N1/Nismo turbo, plain bearing. Consider it a bit smaller than a HKS 2530. T25 flange might have you stumped though, and the wastegate actuator bolts onto the front cover rather than just using the bolts behind the comp cover - you can't really clock the turbo around to face the correct way. If you got it hooked up it would work ok though

Autosalon dynos are very generous, but JMS managed a somewhat decent amount of powah... looks like it was on nitrous as well.

OBEHVE? JMS R33? And what's with the max power figure B-Man, I thought you were going on about wanting "just 300rwkw with awesome response"?

Yeah Unigroup!

Where were Leewah's R33, Nigel's Supra, Ben's R33, etc.? Surely the Autosalon lads would know about those cars - they are better "Street Machines" than any blinged out bro mobile. Interesting challenge though, how do you get to enter your car in the "competition"? Might have a stab at it next year.

Wrapped a tree around a VN Commodore, was way ahead of my time and trying to drift around a corner... in the wet and down a hill. Learnt my lesson - I'm not as good a driver as I think I am (and never will be!).

What ever turbo you choose, the first factor is how much lbs/min the compressor is going to push out. Then probably turbine restrictions, be it in the (too small) exhaust housing or (std) exhaust manifold. The 20G wheel is roughly the same size as a HKS 2835R wheel - max is ~45lbs/min so around 450 flywheel hp. The 25G wheel is roughly the same as the HKS 3037S - max is ~55lbs/min so around 550 flywheel hp. The 19C wheel is alot smaller than the 20G wheel and a very different design. Interesting quote on chassis dyno kw for this compressor.

Nice car, have you sorted out standard parts for compliance? Is the carbon bonnet going to be a problem?

WSID was designed to be one of the quickest, legal drag racing tracks in the world. There's alot of sneaky development that went into building the track, that all fits within acceptable rules. Little things like the maximum amount of downhill gradient allowed, track surface and base, as well as the U shaped design to mimimise headwind etc.

A couple of things... When you port a head, and then go on to match port the manifold and increase the runner diameter, do you think it is cost effective to get larger individual throttle bodies or get one large single? When setting the tune up, how easy is it to get all indiv. throttles working in perfect synchronised harmony? When the aim of the game is to get each cylinder identical to the next, how much easier is it to set up a single throttle body? When you crack open a throttle body, is it open 100%? I mean, is the throttle body more of a restriction than the shaft (slightly ajar), or does it improve airflow somewhat by giving it a more aerodynamic flow path over the shaft? Hrm...

I agree with Merli, the chain is only as strong as it's weakest link. There's no point having great suspension, engine and brake mods if the tyres are not up to the task.

Give Bu5ter a PM, he's got one for sale.

Oh sorry, I should have worded it "sneaks up and kisses the wall delicately". It's sad but only a graphic image is going to make people think about what could happen, especially in high speed motorsport. What about catapulting the car if the tailshaft snapped near the gearbox, or the transfer case/diff(s) locking up and make the car slide into the competitors lane and push that into a wall, or a flywheel exploding and loosing your feet etc. etc. The rules are there for a reason, not to generate income in a cottage industry or to slow people down. Sometime you have to wonder what the consequences could be....

I hope you get it on camera when your front diff/transfer case/gearbox munches it three-quarter track and you plow into a wall. Stupid safety regulations, you would think they just want to weigh you down so you run a slower time!

There are alot of reasons why people don't want to disclose information, be it because that's their income, to stay ahead of competition, because they have spent alot of time, money and training to get that information etc. And then what if someone blows up their motor based on their input? More often than not it's a gimp who will try to discredit and slander the person who offered a suggestion in the first place. Can't really win can you?

I'd put money on a 2530 doing 12's - especially at WSID. If you've got standard turbo cars dipping into the 12's there, surely the extra 30rwkw is going to make a difference.

If you have already got the plenum, why don't you actually have a look at it to see if what you heard about it is true? Also might want to search on this, there was a long thread on this topic a few months ago with pics of both plenums, and how they looked mounted up to the head.