DoughBoy

What's the latest you can turn up to register + run? Work commitments mean I'll never be able to get there before 5:30pm.

Heh I walked past that car a million times perving at Keir's car. Didn't even realise that was it, otherwise I would have spoken to the owner. As for a Supra gaining the title again...... there's always something bigger and badder in the works.

It's one thing to theorise about clearances and such, and another thing to what the tolerances are when the physical motor is built. With all the manufacturing allowances it's possible to get variations in parts that cannot be accounted for in pure theory. i.e. a deck height .05" more than it's "supposed" to be. This could be due to the the crank centerline being machined on a lower tolerance, the block being slightly larger, or the rods or pistons not being up to their spec etc.etc. Those "RB30" pistons of Wiseco's are shocking, there is no way a dish of 11cc's can get you anywhere near a decent CR with a twin cam head.

And how much was that whopping great T2000SUX 1 million horsepower turbo that is hanging off the side of the engine? It's been said before, the cheapest part of running a big horsepower turbo is the turbo itself.... Edit: Oh and does anyone have the contact details of a cryo treating place (esp for gearboxes)?

One important factor of intake runners is determining the velocity of the flow. Smaller diameter runners give high velocities, which fills the cylinders alot quicker. The problem is that at higher rpm and flow levels, the small diameter actually restricts flow and hurts top end. Longer runners work on a similar principle, that the air speed is high and contributes to cylinder filling. The "ram" effect from the force of the high speed flow assists, and when design to work in conjuction with pulsing from the "echo" of the flow off the back of the closed/closing valve can fill a cylinder more efficiently than if it were an independant runner type manifold - similar to your old type Weber manifolds. There are so many variables to calculate in designing an intake manifold that it's impossible to properly design one without alot of R & D. I think that the modified standard lower/ big plenum upper is a bit of hit and miss - it takes away some of the restriction in the long standard upper plenum but the shape and volume of the aftermarket bolt on plenum could be a bit... sub optimal. Of course it isn't going to be as good as a built-from-scratch manifold (like the Greddy), but then again it's price should reflect that (and only be around $500-700).

Guys I'm going to have some tyres available in a month or so, the price should be at least 10 to 20% cheaper than the prices quoted locally. I bought 2x FM-R DJ-01 235x40x18 for $564 each in July last year from Gary's. Edit: Any of the R compound tyre, including sizes + models you can't get in Australia, as well as the full Nitto range. Sorry for the shameless plug but I felt a bit ripped off buying these tyres, sure they are good but damn it's alot of money.

Postage with insurance to Melbourne is about $30 -> for a set of 2530's. So I guess it would be similar or less.

4WD RB series blocks have 2 sets of bolt patterns tapped into the block for sumps - both 4WD and 2WD sumps bolt up. The oil pickup needs a bit of work, as the location is different for 4WD vs 2WD. 2WD sump on a 4WD block needs a little bit of "clearancing" around the pickup point as it's right near the 2WD sump bolts - nothing a few minutes welding can't fix.

Heh copied from http://www.allfordmustangs.com/Detailed/60.shtml KNOCK, DETONATION OR PING This is an intense pressure wave within the cylinder created when a LEAN mix of air and fuel ignites before the spark is delivered.The fuel/air mixture goes off by itself a micro second before the spark plug fires, at that time you have two intense high pressure waves clapping together and that energy wave hitting each other is the sound you hear. The sound you hear is from the actual vibration of the cylinder wall Under normal circumstances, when the fuel-air mixture in the engine burns, it does so in a controlled manner, releasing the energy that produces the force that drives the pistons. Now, if you think about it, it might seem that the correct time for the spark plug to ignite the mix would be when the piston reaches the top of its stroke. Then, as the mix burns and energy is released, the energy pushes the piston down. The problem is that it takes a certain amount of time for the mix to burn. If you wait until the top of the stroke to ignite it, the bulk of the energy will be applied to the piston only during the latter part of its downward movement. In order to get the maximum use out of the combustion energy, the mix is ignited while the piston is still moving up. This is called "advance". As the engine speed increases, fuel has less time to burn and advance is increased accordingly. Ignition advance is controlled by the engine management computer. It varies in response to a host of other conditions but the base advance curve is a function of engine speed. Now we have a new problem. As the mix is ignited earlier, it is not compressed as much and has a tendency to burn at an uncontrolled extremely high rate (it basically explodes). This is called "detonation". When this happens, all the energy in the fuel is released almost instantly. The resulting shock wave slams into the piston which is forced through it by the inertia of the engine and the combustion in other cylinders . The resulting stress on the engine is enormous. Detonation can be caused by several things not just a lean condition or bad choice of fuel octane: Too much compression and too much timing can also be to blame. The most common way to describe the sound of detonation is: "like shaking a can full of marbles", but the BEST way to verify the existence of detonation is by reading the sparkplug's. If the plugs are very white, show a very eroded electrode and signs of metal deposits, then you have DETONATION. The Cure: Less timing and/or higher octane gas and/or colder plugs. Higher octane gas is a good safety measure. Is the $.10 per gallon worth that extra risk? Another myth about octane is that higher octane produces more power, wrong. Higher octane fuel is less volatile, less explosive, less prone to detonation. A more 'volatile' fuel actually produces more energy per unit volume.You just have to watch out for detonation more. That's why higher compression engines use higher octane fuel, higher compression ratio (and higher altitude, lower air pressure) increases the tendency for detonation. Run super unleaded, but don't expect to gain power from the more expensive fuel. You CAN get more power, but it's from running more compression and spark advance. PRE-IGNITION This is premature ignition before the spark plug fires, usually caused by something glowing inside the cylinder such as carbon deposits or too hot a sparkplug tip. Do not confuse this with detonation. It is not the same. Usually pre-ignition occurs when there are lots of "red hot" carbon deposits and unburned fuel in the combustion chambers. If you turn of the ignition and your stang wants to keep on running, then you have pre-ignition. The Cure: Eliminate carbon deposits and/or colder plugs, check fuel system.

Pre- Ignition. When your air/fuel mixture ignites before the spark goes off.

Ganador actually made a dry carbon mirror, not just a carbon overlay on fibreglass. But I think it was a limited production run last year..

Haahah that's gold!

Gotta love aero mirrors... you pay more to see less!

Hehe I'm surprised by the posts here a bit. My point of the thread was: a) a RWD skyline is in the 10's that has seemingly come from no-where B) it uses small bolt on turbos Why can't a GT-R pull a time like that here? Even the Mines R34 with it's uber gear got a similar time. Has anyone seen this car? Is it totally stripped or running A/C and a big stereo while going down the 1/4? Just curious as to the setup on this car, pretty good number in an RWD that is probably very streetable.

600x300x130, 100mm outlet, dual 80mm inlet. p.s. it's for sale

You can modify the RB26 gear to fit the '25 head by either using a spacer plate with the holes + water jackets drilled, or by cutting the runners near the flange and welding it onto the RB25 flange. Have to use single tbody though.

Hahaha Rev, I think that you'll find most "traditional" older tuners don't like nitrous, especially those with a circuit background I think it's great to have people like SKid on the forums, as they not only have experience to assist and help people avoid making mistakes but are also willing to share their info. John Munro, Mario, ylwgtr and anyone who contributes their automotive experience also fall into the same boat.

Hi guys, I was just checking out the HPI challenge list, it seems there's a new #1 in RWD above 2400cc -> an ECR33, RB26 with Apxi ax53b60's. Does anyone know anything about this car? Did a 10.8, so must be doing something right...

Simple way to check - does it have 05U stamped above the first exhaust port?

Muaha!

They could be RB20 cam covers?

Redline2003 is right, Dalton's car is quicker than Grant William's and also uses no intercooler. But if you want to compare it to front running vehicles.... In RR/SK people are doing high 7's. In outright rotary the cars are doing low 7's. 8's aren't cutting it. That time you quoted is nearly 1 full second off the pace.

It's been done a fair few times - RIPS in N.Z. sells it as a kit I think? Alot easier than making a plenum that uses the RB25 lower intake manifold...

Although this is getting off the topic a fair bit.. EnricoPalazzo, I think you may have misread my post. But having posted such an informative and sweeping statement, could you please enlighten my misguided soul and direct me to real life examples of front running turbocharged drag racing cars that do not use an intercooler? Citing Mr. Munro's yet-to-be-run car doesn't qualify as one, but the MSRP Supra, any Pro 5.0 Mustang (really, these cars are the pinacle of turbo drag car development), any Japanese or world-wide Skyline vehicles, or even the Australian rotaries would count. Oh hang on, I can't see one that isn't using an intercooler. I think that maybe my reference material is outdated? Please show me some proof so I can apologize for spreading "bs" as you put it.

Show me a drag car without an intercooler and i'll show you someone running at the back of the pack on a very tight budget (and probably having a frustrating, but good, time).