Jump to content
SAU Community

Recommended Posts

the JMS r33 dyno at autosalon is totally incorrect, no NOS, just a big time bodged figure. Somethin went wrong with the dyno. The JMS car is actually capable of aroun 320rwkw, ask WIPLASH the current owner. Also I believe JMS always run there cars with Toluene, so that disqualifies them straight away id say.

yeah that JMS dyno done at autosalon was a little fake, around 330rwkw as said.

around 380rwkw would be the max a rb25 has done, obehaves fiqures are believeable looking at the setup and times achieved, but i no longer believe many dyno figues published due to the large differences at different places.

Ill get back to you in a few weeks, mine should top just about all

yeah that JMS dyno done at autosalon was a little fake, around 330rwkw as said.  

around 380rwkw would be the max a rb25 has done, obehaves fiqures are believeable looking at the setup and times achieved, but i no longer believe many dyno figues published due to the large differences at different places.  

Ill get back to you in a few weeks, mine should top just about all

There is an R32 GTSt being put together in NZ with an RB25DET motor at the moment which is a "street car" - is running a VERY high mount TA51 on it, I suspect that should be able to get out of the 300-400rwkw zone :wassup:

INASNT with standard internals and no decompression - 320 rwkw. Does have a mighty turbo on it and engine management. Maybe he can give us the rundown on the rest.

Yep that was a few weeks ago on Selectamaz dyno in epping with GT3040 and 1.4 bar boost with 98 ron fuel which was sitting in my tank for about 2 weeks.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • Everyone is too used to learning from places like HPA "how to tune" and what to expect at what point, rather than being able to see "The computer says I'm in cell with Row = 8, column =4, and I can see my fuel is lean, so lets add more" Everyone wants "real units", which helps for someone picking it up for the first time and seeing how bad the tune is if they're not used to touching it.   However, I think for most of us who want to play with it, you're 100% right, we're only needing to learn about it for OUR CAR. Which makes it great, and we don't need to care what the real values are, we just need to know which cell it is, that's causing the lean or rich point, or that we want more ignition timing or less. But again, everyone wants everything super you beaut and nearly self tuning, with VE maps, and a billion compensations...   Though then there's me over here when I'm doing reverse engineering work just reading data in hex format that most people couldn't work anything out from. Yet I can see what's going on.
    • Um. No. Since Matt introduced the TIM it has become a lot easier to deal with the consequences of changing K for AFM and injector swaps. Then, tuning is a f**king doddle. No-one needs to know or care how many grams of air are flowing or any other bullshit. Need more fuel in a cell? Add more fuel. Need more timing in a cell. Add more timing. Need to adjust any of the other tables for warm up and so on? No harder than anything else. Sure - it's not an ECU system for starting from scratch on an arbitrary engine. But then.....it was never supposed to be, not recommended for, and almost never used that way. So.... On your engine, in particular, Nistune/Nissan OEM is about as sophisticated and difficult as banging 2 rocks together. Those ECUs are primitive and simple. There is nothing difficult there. I learnt Nistune from scratch, created new maps with extended axes, interpolated/extrapolated the original maps onto them and tuned my RB20 (basically the same ECU as your 26 ECU) all by myself, more than 20 years ago. And that was long before even TIM.
×
×
  • Create New...