djr81

Yeah I was hoping that there would be enough room to mount a smaller version (It is possible I have fewer hp than the Saurus Gt-R) above the radiator support crossmenber thingo. The bling cooling panel should stuff enough air into the general area, just a case of getting enough cross section for the duct immediately above the radiator. Maybe if I just unbolted the one from my Falcon & used that as a start point.....

Well some bloke called Fred (apparently not on these forums) did it this way. Maybe that is the proper or even only solution. Would mean extensive hacking of the radiator, but looks doable.

But the N1 vents sit hard up against the cooler. Atleast mine do.

Yes. That is what I am saying. If you have a look at the two plots (blue is more rwhp) the difference in acceleration (measured in gees) is not massive. Certainly not different by the close on 50% increase in hp. I am using that to try & demonstrate that when the clutch is engaged the small change in flywheel weight would be much smaller & hence undetectable to the driver & difficult to detect by a data logging system. I suppose the analogy would be demonstrated by asking does your car feel substantially different on the way back from buying 2 litres of milk at the corner shop? Sure rotating components are more influencial, but only by degrees. For what its worth the peak terminal velocity on my old car was 204km/h st the end of the main straight at Wanneroo. The 435rwhp version gives 211km/h. Now there is a little extra braking for the second case, but you can see that all that horsepower really makes a relatively small difference to terminal speeds. Basically when finding speed for a car there is no silver bullet. If you need say 0.5 seconds around a circuit chances are you need to find four or five things to get it....

Me please for the drgs. Did you have any joy with the bracket drawings as I still would need to figure out how to mount them to suit either a 13.5" or a 14" rotor. I was also going to need some new rims (LMGT-4's - hmm cheap night out). I see you had some 17's, did the calipers clear them in terms of trackwidth ok? Thanks in advance for your time, Roy.

Well said.

Take your pick. The stock ecu can be remapped if you deem it necessary. The Power fc base tune can be cleaned up also. I used to run my old car on a power fc with the base tune in it. Works fine as does the stock ECU with the same settings. At the end of the day the tune is more important than the ecu - get so it checked on the dyno. Lastly don't listen to the full time harbingers of doom about the turbos. They are fine, just don't run them outside their envelope & don't abuse the car. Same as anything.

You need to be a bit careful with you terminology. The dump pipes bolt up against the turbo. They are bastards of things to get at and replacing them will provide little power gain on a stock car. The front pipes which go from the dump pipe to the cat are easier to get at, but don't provide a big gain. Importantly if the car has a cheap compliance cat this can be an issue. Try either a stock unit (very good) or a good aftermarket one. The remainder of the exhaust can be bought relatively cheaply & is worthwhile - some for the power but mostly for the noise. As had been said the fuel pump if you want to replace it will be mostly for insurance rather than performance. Air filter (K&N) plus 14# boost + exhaust will run over 300rwhp on an R32 Gt-R. You can throw some cam gears at it for some more hp. After that you need to shop for bigger turbos.

For me it is more important that the air be cold than I get every last bit of pressure gain from infront of the car. A pod box (not really, but a plate between them & the remainder of the engine bay) is on the agenda, but it is difficult to fabricate because of the 2 afms, power steer reservoir & all the other crap Nissan saw fit to jam in there. You can't find room for a 100mm duct (the requisite size) if it is round - hence the over the radiator preference. And, no I am not going to hack holes in the bonnet. Actually, as to your last point there is a high pressure area at the base of the windscreen. It is common for cars (Mostly track cars) to take their air from exactly this position. Check the old Brock VL Commodores for but one example.

Well first things first, Matt. Be nice. There is no need to resort to vitriol to try & make a point. In fact it is usually indicative of someone who has run out of logical argument. I did not say that the lower mass/lighter flywheel car would be slower. So maybe read what I posted again. What I said was it would be marginally quicker, but that in gear you CANNOT feel the difference by the seat of your pants. For the record you can barely detect it with good data logging equipment (which I have). See the attached plot of lateral versus longitudunal gees for my two gtr's. Once has 435rwhp, lightened flywheel etc etc, the other 305rwhp & stock pretty much everything. See how inconsequential the differences are in longitudinal gees? Given that, what chance do you think you would have of detecting a 2 kg difference??? I do in fact have an understanding of polar moments of inertia - certainly beyond the rock swinging, rock ape stage which you have attained. It is high school physics level stuff, after all. My car has a lightened flywheel. Amongst a heap of other components to bring the weight down. But according to your expertise I have never been in my own car, so maybe I just don't know. Maybe next time you decide to hang shit on someone you could consider using more substantial examples than what you managed to do on some lame arsed computer game. You could even try quantifying it with some numbers. That is what people who are professional engineers (like me) do for a living. Lastly try not to make wrong assumptions about what others may know or for that matter do. Champ.

I hate it when people you know from work find you on internet forums that you shouldn't be using... at work. Gotta go to Kemerton for a dull meeting. Will try & catch up later.

Well that is great, but how do you get cold air to the airbox?

Thanks, man.

HKS. There may be some room to the centre of the blanking plate.

Well I can't be arsed doing the calculation, but please feel free to do it for the rest of us. In a linear state kinetic energy is equal to half the mass times the square of the velocity. In a rotational circumstance the equation is similar, but obviously uses the polar moment of inertia instead of the mass & the velocity is measured in radians per second rather than meters per second. Whilst removing the weight from the flywheel is more effective than just removing sound deadener or whatever it is still not significant. You will find it is << 1% of the total energy which is basically undetectable unless you are either psychic or have a shed load of data logging & alot of time on your hands.

I can't use the standard airbox - the AFM's won't fit. Even then I can't see a spot for any flex piping as there aren't any spots left other than over the top of the bumper. I really don't want to hack holes in the thing.

Baron, if I asked nicely could you see if your 33 CAI fits onto the top of the radiator in the 32?

I can't use the area under the filters because the oil cooler is in there. It dumps plenty of heat. The most of the other areas in the front of the car are plugged full of intercooler, oil cooler, air conditioner heat exchanger, radiator, power steering radiator....

If you are in a rush just find a second hand Gt-R pump. Hell I have one for sale for $150. It is better for rego because it wont change rail pressure & stuff uor AFR's up. For a replacement I bought a Nismo pump. In any case until you are flowing quite a bit more fuel than a stocker the stock pump will cope easilly. I use that pump with 700cc injectors & have buckets of head room left.

Well, not to be rude, but I am sure you couldn't. Plainly or otherwise. The difference in hp or weight you need to be able to detect a change is quite marked & most people only think they can feel something simply because they already know it is there. In any case you get used to changes that quickly it is not funny.

No. The air flow meters won't fit & the induction for the "cold" air box is in a location that can't get any cold air.

If by steam pipe you mean pipe to ANSI B36.10 then the two OD's are 48.3 & 60.3 which correspond to 40mm & 50mm nominal bore (1.5" & 2" for the old school). For standard weight pipe the ID's are then 40.9mm & 52.5mm, for extra strong they are 38.1mm & 49.2mm. So if the choice is between the two get the smaller, ie 40NB. But that is still a big pipe.... For the pedants obviously bends are to ANSI B16.9 for the LR stuff & B16.28 for the SR gear.

Relatively simple question, to which I fear there is not simple answer. Anyway I have an R32 GT-R. Usual bullshit mods including pod filters & an oil cooler. Anyway I want to get cold air to the filters & have pretty much run out of room. My questions are two fold. 1. Does the R33 CAI fit on the 32's? 2. Has anyone managed to fabricate themselves something workable without hacking holes in the bumper etc.

There some fundamental differences between V & straight sixes & some important reasons why Ford has chosen to discontinue the inline 6. 1. There is a new emissions regulation being implemented which would start to affect Ford in, surprise, surprise 2010. It is the Euro 4 standard & the current inline 6 doesn't meet it. So Ford would have to do a large amount of engineering to bring the current engine up to that standard. 2. Ford would also have to do extensive work on the inline 6's NVH to keep it competitive. 3. Yes inline 6's are inherently balanced, but they do suffer from torsional vibration in their long crankshafts. 4. V 6's depending on whether they are 60 degree or 90 degree variants have different vibration characteristics. 5. Because of the extra space left uner the bonnet it is easier to engineer a v6 motor for crash testing. The old inline 6 was a good motor. It is a shame to see them go the way of the dodo. I just hope that Ford can find a motor that is better than the POS Holden use & better than their useless bloody V8's.

Well if it is in gran tourismo it must be true. In reality a kilo or so in amongst 1500kg of car is undetectable. In no way is a lightened flywheel either a significant gain (as some would have you believe) or a loss (As other argue). The only time you will ever motice it is when the clutch is in. The reduction in inertia allows the motor to pick up and/or drop revs more quickly. You may also notice the lesser amount of inertia when you drop the clutch.