MattSR

How about that - 9,000 rpm!!

Jan 25 , 2006 Gates Open 5pm, Racing from 6pm, Burnouts 9pm. 1:20pm Update: Persistent rain in the area, Wednesday event Postponed. All Street Meet competitors please be aware you can race in tomorrows Holden V Ford event if you possess a Holden or Ford vehicle and enter on the day (tomorrow morning). :( :(

WSID website doesnt say anything about it being cancelled the weather says:- For the remainder of Wednesday Overcast day with isolated showers and drizzle, clearing during the afternoon. Light to moderate east to southeast winds. Precis for Wednesday Max Sydney: Shower or two. 23 Liverpool: Shower or two. 23 Penrith: Shower or two. 23 Richmond: Shower or two. 23

It will make it come on earlier

HC = Hydrocarbons. basically its what you get when you dont burn the air/fuel mix properly. What has been stated above is pretty correct, once you tune past MBT you end up with some pretty nasty NOx (Nitous Oxides) emissions as well. Basically means your car runs around clubbing baby seals to death..

Dude, its been locked with datalogit or the APEXi laptop software. Yuo need a compatible laptop interface to unlock it.

I cant imagine how hard it would be to tune an engine like that on the dyno. one little bit of knock that you cant even hear and BANG its blown up before you know it... What im saying is that it takes serious tuning skill and knowledge to get a beast like that running to its potential... Cheers, Matt PS - cant wait to see it roaring down the strip

SKY 34, The value dictates how much the gas is going to be accelerated/deceleratedas it passes through the housing. generally speaking, larger turbine housings shift your power band up in the rev range, but not as much as people will have you believe. Going from a 0.63 to a 0.82 turbine housing will add maybe 5-600 rpm to your boost response. Compressor housings are a totally different kettle of fish as they dont directly contribute to to lag. Going up in compressor housing size moves the efficiency island up and to the right which makes the compressor more resistant to surge and give slightly better performance when the turbo is sppoling very late in the RPM range as the engine will spool up and through peak efficency. The split pulse configuration is for all 6 cylinder engines. With a split pulse turbo you want to time the exhaust pulses so that they fire alternately into each side of the housing. Download the garrett catalog at this link, it has all the info you need plus some equations too. Also check out the tutorials on the garrett website, it will reveal all. Catalog:- http://www.turbobygarrett.com/turbobygarre...mon/catalog.pdf Lessons:- http://www.turbobygarrett.com/turbobygarre...bo_tech101.html http://www.turbobygarrett.com/turbobygarre...bo_tech102.html http://www.turbobygarrett.com/turbobygarre...bo_tech103.html

Either Garrett got more than 60% of their turbo product line wrong, or the american racers rule of thumb is bullshit... Theres a lot more to the aerodynamics of a turbo than the OD of its wheels...

Haha is that for turbine or compressor - the eqns are different for both

Nup... Flange - Yep A/R - Area Radius ratio - determines the size of the housing Trim - this is the size of the compressor and turbine wheels Split pulse - lets you group the cylinders on an engine - ie on an RB six cylinder, the front three cylinders go down one channel, and the rear three go down the other. The wastegate must connect to BOTH channels or you will end up with serious problems. Compressor inducer is the diameter of the wheel at the compressor inlet, Compressor exducer is the outside diameter of the wheel (the bigger bit) Turbine inducer is the reverse - its the big bit of the wheel, and the exducer bore is the smaller diameter at the back of the turbo. Hope this helps.

18 psi is only just getting the TO4Z into its efficiency zone... I couldnt say for sure if you'll crack the 400awkw mark at that boost

18 pounds or so with good tuning

ahh ok, I remember a TA45S that was in Goods Master about 5 years ago., this must be the one that you guys are talking about

Its a figment of someones imagination

Just found this too http://www.performanceforums.com/forums/sh....php?t=67188787

OK, heres the thread and the results, http://www.performanceforums.com/forums/sh....php?t=67189028 And heres a bit of tech theory as to why its important (well, its mostly opinion but its still quite interesting) http://www.performanceforums.com/forums/sh....php?t=67188787 Cheers, Matt

Backpressure is as important, if not MORE important that boost pressure when it comes to sizing a turbocharger. Myself and a few other guys tried this in a thread over in another forum - ill post a link when I get home. Cheers, Matt

The need for an external wastegate is dictated by weather of not the turbocharger has one already or not.

Are we talking about MD? considering he cut his teeth tuning jap cars I find it hard to believe that he bags jap engines out...

Depends on which ECU you are runnning, guys with the PowerFC usually stick both oxy's in the dump together.

a GT35R with the .63 rear is good for 620ish HP. I reckon you should take a lesson from Nike - Just do it then see what needs to be changed later on. The worst thing that can happen is that it doesnt work or you blow up a $400 motor trying. Give it a shot and let us know what the results are like Cheers, Matt

Love the Twoogle Bang!

Do it? Yes...

Why not? I thought they sounded ok... Too loud? too illegal? Cheers, Matt