GTRgeoff

Yeah, while I think DBA are just novelty BS and dislike their slotting concept and kangaroo paw garbage I guess they are about your only option as RDA don't yet have the larger (GTR/350Z) sized discs of 320mm. They will soon though. Either will be a bargain compared to standard discs and I doubt Nissan are actually paying Brembo for discs. They even used the Nissan standard manufacturer in Japan to cast the discs for the GTR34 Z tune so why bother for the tree fiddy. The Racebrakes RB74's are a good road pad and perform well for me on track and don't tend to produce as much dust it seems as the Ferodos and Bendix, but that is pretty subjective and I'll accept if other disagree. They were coming in at about $170 for the front axle for Brembos last time I checked and I have no idea on the rears.

And would the rear gear ratio of the GTSt match the front GTR ratio? They have different driveshafts so a full rear change would be in order. I know there is a large difference on the R33 GTR I have and my manual GTSt. The GTSt with higher redline of 8000rpm with PFC is doing 60 in 1st and 105 in second, while the GTR on stock computer does 75 in first and 125 in second which, while I couldn't be arsed checking the ratios myself is more than the the slight difference in redline.

Apexi suspension still making me cry (hint) So looking forward to real suspension and not losing fillings on the "fine" melbourne roads. :)cheers:)

Try your local brake shop and ask for RDA slotted. Shouldn't break the bank and I race on them without problems.

I'll just get it dropped around for parts

That'd be my track car with the ally flashing on the rear. Don't really recall a gunmetal 33 but there is a gunmetal 32 at the end of the street. Was always trying to impress with wheelspin in the wet past my place.

Actually Jim Clark invented drift and completely revolutionised the racing world with his understanding of the traction circle. I also contend that it has been prevalent in Rally for many years longer than the Japanese sport with such manouevres as the Scandanavian Flick. The stock radiator is fine as demonstrated again at Calder yesterday by Team Wang.

It's not theory but fundamental engineering in the pursuit of real world figures. The same will apply for those items and not surprisingly (and as suggested by SK) they will produce immediate and quantifiable improvements for a far greater cost/benefit ratio. Without the subjective repeatable baseline tests your just making up your so called improvements to suit your own marketing. I'm not just trying to rag you but suggest some ways to demonstrate the benefits of your product. I'm not about preventing you from marketing your stuff, just proving it works as suggested. I believe section 52 or thereabouts of the Trade Practices Act requires that you do this and not attempt to mislead your potential customers, so without the baseline tests, and if proven that it doesn't magically improve the performance you could be committing a breach of the Act. While my current role is policy and implementation of technical integrity (that is engineering and trade quality management) across the ADF my background is mechanic, fleet engineering management, weapons systems acquisition project management and weapons systems engineering and development including guided weapons. I simply cannot expect the same rigour of a small concern as I would of our organisation but there has to be some effort that is acceptable from an engineering perspective. I've had a couple of small businesses as well so i can appreciate the costs involved. Free advice and possibly prevention of future law suits. It only takes the time to read and understand then apply some of the recommendations. If you can't understand so as to agree then there is little hope for broad acceptance of your product.

Alex, without exception my experience with Jap suspension in various cars I have driven is they are too hard for all but the very smoothest tracks. Don't get into an argument you can't win. One of us here is a vastly experienced suspension engineer. My experience isn't exhaustive and there may be some I have missed, but not many. Brakes and decent pads/fluid are essential. More important than anything else they must work reliably when hot and you need to learn to use them. Skylines already have 'coilovers' (ie the coil is over the shock) but if you buy a setup already matched in correct ride height and damping to spring rate then you needn't muck about with confusing adjustments(ie the group buy SK mentioned). There is such a thing as too low and too hard. The swaybars are enough adjustment for novices. I have always found that once I find a good setup I just leave it alone and concentrate on the driving skills. A locked diff induces too much understeer on corner entry so at most a 1.5 for circuit but a 1 way is sufficient. Circuit events continue if it is wet so a locked diff is just asking for a close encounter with the scenery. If you have a decent suspension setup for traction and don't overpower the car then the stock diff will last fine. Of course drift will kill the stocker and is pretty brutal on all driveline elements so keep that in mind. Oil can be an issue so a cooler is preferential but you can survive without. Change the oil before an event, add an extra litre and watch temps and as Pred says you should be fine. Try not to be a world beater day 1. It's a learned skill and has to be developed.

Unfortunately mate you are not quite getting the point of baseline comparisons. The items you refer to are essentially active or dynamic components within the system, each responding to different control systems be they timing, boost or pulse width or a combination of those and useless without system accomodation, while the plenum is a static element that won't change it's characteristics over the sample range from minimum to maximum flow at static throttle openings. With that in mind, it would be logical to establish a baseline performance datum and then compare directly against that on an otherwise completely standard engine. I would suggest the only difference from standard would be the FMIC install that will remain throughout all testing. Once that is completed you can then run a number of other baselines at differing performance levels of modification. So for each setup you have the standard then aftermarket plenum using the same engine maps tuned on the standard plenum (obviously a different tune for each setup). You can then later make minor tweaks but they are not really indicative as the more time spent improving a tune is simply tampering the results. Doing the same for the standard plenum would probably give similar results but not many return to the dyno to fine up the tune. Of course you want something for your dollars spent on the shiny new plenum so off to the dyno and hey presto, a bigger number. We all know the tricks tuners know to keep customers happy and returning for bigger numbers. Of course it sounds like a lot of work, and it is. It has to be so you can then say without prejudice just how your design is an improvement over the standard plenum. Without this level of rigour then there will always be doubt, but don't put the emphasis on proving your product on the members of this forum in some thinly veiled challenge to protect your honour and integrity or prove you wrong. The costs would be significant and are your burden to shoulder to establish credibility. You provide the comparisons in a reviewed piece of literature under controlled supervision. That is the way of the professional world. The alternative of course is to admit that perhaps your research is not complete, nor is the product fully tested, but fitted to the standard plenum it flows X kg of air at certain pressures as compared to the stock plenums performance. This would allow a cheaper alternative. I suggest to you that a plenum is simply a settling and distribution chamber and works well up to the established maximum flow rate for the plenum which is in excess of what most are running daily - 350rwkw being the generally accepted limit and virtually unusable on the GTS25t with its rear suspension setup. What SK states on throttle response is also established throughout industry so that leaves you in a market open for 2 things. Convenience/elegence of installation and maximised flow at very high engine output. So if your egt's are similar up to that number you are matching the standard item. If you continue well beyond your are then satisfying the drag/dyno crew for big HP. If you don't improve throttle response or degrade it then you lose the track racers. I naturally wish you well in your endeavours as we need Aussie product developers, but there are many pitfalls and traps to avoid and the first is unsubstantiated claims.

Yeah I did aero for my thesis and was lucky ?? enough to be about the only person in the country to put an armoured vehicle in a wind tunnel, but even after modelling with ANSYS they still wanted the tunnel work. Cost a bloody fortune. Could have had several more seats for the cost. I know that for the expected customer base the cost-benefit analysis will rule out specifically buying seats of Fluent etc but that's why you contract the experts. Doing limited development and testing will only result in a limited product unless you get lucky, but a pro would eat up a basic manifold design even with a frequency change over the valve timings and the increasing boost figures. There are just too many clever people on the forum to try to pretend that you don't need some engineering rigour. Sure looking the goods will get the bling buyers but a screwup will come out pretty quick. As for response, the only appropriate way is to use accelerometers. Seat of the pants can be too subjective, much like judging hot and cold.

Consider that some unlucky buggers are paying a couple of grand insurance each year..........glad it's not me AND the turbos are rebuilt.

I always remove the front wheels then lower the car as far as possible when working over the top or the final engine removal which helps with the low ceiling. Saves the hamstrings from later pain. Remember to use stand when underneath of course. Locate the engine lifter as far forward in the garage as you can so you can then use the jack to roll the car back or to the side if space around the crane is a problem. My garage is at the top of a steepish drive and the chain block is fixed in the ceiling so I just roll the car out of the way and mount the engine straight on the stand. Otherwise, what Drunken said.

I'm afraid the onus is on the manufacturer to prove his product. The basis for improvement must be without other modifications. At a later time you can then explore the limits of your product. Tuning for each system provides no insight and proves nothing. The fact that pressure increases in a larger manifold is a direct function of the Bernoulli principle of P1.V1=P2.V2 so as velocity decreases in the larger chamber, pressure increases. With boost pressure read off the plenum all you are demonstrating is the change in volume, not some magically discovered boost made out of thin air (hey I thought that was good ). Are you using software to model the system and making iterative changes to achieve a best solution or just trial and error on a piece of hardware? It always helps to be able to find a steady state solution to the Navier-Stokes equations through a high end product such as Fluent before welding and grinding. Not that you won't, but you usually overlook something, or compromise trying to solve a niggling problem. Anyways, good luck but I'm with SK all the way with this type of issue.

I'll take the steering wheel if the condition is reasonable.

Before this gets further off track, I expect we have answered James original questions but to clarify: max boost, stick to 1-1.1bar and you should be safe, but note they can fail without warning at lower boost figures.

Yeah they came off the dragon (R34 GTR V-spec) but he kept them under 1.1 bar so they never pushed too hard, about 260rwkw. I discussed it at length with Benno and he suggested that the GTR turbos will mostly fail after being removed and replaced, or in cases of severe heat shock such as start up and go hard straight away, or sometimes without any real reason, so it's possible some carbon was dislodged during the mod, striking the turbine. I'm not blaming Snowie for it. Bens experience was 2/3 of GTR turbine failures would result in ingestion of ceramic dust and given the cost of rebuilding them GTSS or 2530's are a better investment. Fortunately my GTR has already had steelies installed for a nice 260rwkw on the stock computer and was a major consideration at purchase. As for Nissan producing the 34's with odd turbos on the non-Mspec models, stranger stuff has happened on other models but I somehow doubt it on the GTR.

You can actually input the max speed you want the ECU to see.

I put GTR 34 turbos on my RB25. Front turbo let go and compression in 1/2/3 is 25psi compared to 150psi in the rear 3. They are ceramic turbines, and they let go at 5psi. Not happy Jan! Haven't been able to fix the car since it died in Feb.

Hi Mick, thanks......thought that was you following me in today.

Not a bad rugby club at Eltham

Great showing of numbers and sensational effort by the organisers. Was great to catch up and check out the rides. Special thanks to all those who made a spectacle of themselves leaving the venue. Thanks for making the people passing by who witnessed your special skills of lack of discipline and common sense think we are all COCKS like you and possibly jeapourdize future events. Knee jerk councils and the service would use your actions to brand us all and deny future access to such facilities. You know who you are and I hope you consider the rest of us next time and either leave sensibly or don't come at all. Calder is open every friday night if you need to pull burnouts.

Bad news Kaz. Autobarn and Supercheap carry stock so you should be able to get one that's close in fit.

I'm a reg with DTR-A in the Plaza, but get better medical treatment at Simpson than I did at Vic Bks. Doc there refused me surgery for 2 years while I suffered, then saw the doc at Simpson and was on the table 2 weeks later. Just recovering from back surgery and then going to retire to Brisvegas once I'm fixed.

Hi Mark, must give it a try sometime. Next Friday maybe since it's spitting distance. I've seen all the 'lines in Simpson, mostly 33's cos we got style in the ADF. Been meaning to drop some flyers under the wipers. I have the Purple GTR33 that is often at the med centre or the pool. Feel free to lob up tomorrow morning about 10. (You hear that Monkey!!! 10!!!)