jacky4566

The number of squirts and the alt/sim settings are ignored under semi/ full sequential modes, but the req fuel is used and needs to be set correctly. If you are using full sequential you need to set things as 2 squirts/alt (or 1 squirt/sim) for re fuel to be correct. If you are using semi-sequential you need to set it to 4 squirts/alt (or 2 squirts/sim). These settings give the correct number of squirts per cycle per injector so that req fuel is scaled correctly. It's easier to get it started in semi mode first since you don't need to worry about cam timing. Then switch on full seq.

Seems like a weird choice when the VQ engines are so similar and have ready made kits to drop them in. A note that megasquirt doesnt support direct injection so some of the GR engines are off the table.

So.. A drive shaft? What are you trying to do here?

Not really. You are basically making a bespoke engine at this point. Custom Heads, crank, block, camshaft.... I believe the guy making a custom V12 is using 2 JZ heads on a custom billet block with a custom crank. Why he doesnt just use the GZ platform idk.

how are you turning the pump? I would suggest just using a hand power drill until its flowing. Is the pump primed? IS there oil in the tank? Maybe the pickup is blocked or not sealing at the block?

What about Hawks pads? HPS and HP Plus?

theczechone Just to expand on your question. Think about this. If you have a spring with 8 turns it will take 269lb of force to compress 1in. Now if you remove a half turn IE if you cut the spring. You are now asking those 7.5 coils to move the same distance. They are not going to like that since each turn is now being asked to move even farther. They can't share the workload anymore. And for Math sake: 11,250,000 x (.610 x .610 x .610 x .610) / 8 x 8 x (4.485 x 4.485 x 4.485) = 269 Lbs. Now if we cut say 1/2 turn off this spring the active turns become 7.5. 11,250,000 x (.610 x .610 x .610 x .610) / 8 x 7.5 x (4.485 x 4.485 x 4.485) = 287 Lbs. Hope that helps.

Has anyone measured the stock front bar? If one was going to use a universal bar what strength would you want? This subaru post has some really good math on the subject: http://forums.nasioc.com/forums/showthread.php?t=1279944

Here ya go: http://www.energysuspensionparts.com/diymmi

This is a canadian company but just about everything on the site will fit without spacers/ flairs. https://whiteheadperformance.com/product-category/240z-260z-280z-70-78/wheels/

The weak point in an R180 and an R200 are the spider gears. Most R180s have two spider gears and these diffs have a torque limit of about 250 ft. lbs. Dragstrip launches tend to break these diffs. If you replace the centers with a Quaife, Torsen, or Nismo LSD then the diff is strengthened considerably. Its Torque that breaks stuff not HP. EDIT: Just as reference there are drift cars that push 600ft-lb through welded R180's dunno how long they last though.

You might have better luck on the subi forums. NASIOC and Western Subaru Club.

IMO a 36-1 trigger is the cheapest way. 36-1 wheel ($30) Hall sensor ($43) M16-1.5 x 55mm DIN 961 Class 10.9 Yellow Zinc Finish Hex Cap Screw Smaller M6 or whatever to stop any rotation. Custom fabricobbled sensor mount. I used the AC holes on the block. Done.

Saw this on Petrolicious. Looks like my idea on the Bertone Carabo. http://petrolicious.com/the-bertone-carabo-is-a-concept-car-you-ll-never-forget

Any markings or tags on the bottom? Part numbers or otherwise?

So what did you do about the drive shaft? Had to get it shortened?

You know that excel has built in filtering right? Data>filter. Care to share said file

FYI never trust things rated in Horsepower. Torque is what matters. 1000HP @ 1000rpm = 5252 ft-lb. While 1000hp @ 8000rpm = 656 ft-lb. Big difference.

Fuel tank vent line. To my knowledge you need it on the older tanks that have a non-vented cap. When in operation it feeds fuel vapour to the intake tract. No performance advantage in removing it, just aesthetic . I removed it and drilled a 1/8 hole in the fuel cap for "Venting"

In depending on pricing and shipping to Canada or border holding company. Is there a master list of sizes for MST? There website is a pain to sort out 4x114 wheels.

Is there something magical about the laminova design? I don't see how its better than a regular Air to water core. I suppose your adding more turbulence.

Nope. Head P90 Gasket Nissan Piston KA24E Rod L24 Crank L28 Compression ratio= 7.65:1 Total displacement= 2948.82 cc

Oh. The Ozdat calculator has the KA24E pistons at 7.738 compression with a P90 head. Bore 89mm Pin height 34mm Dish 2.8cc

lauko, getting back to your question. Nobody has done L28 + L24 rods + 89mm KA24? Seems like it would be a great turbo build 7.738 compression.

You will probably have more luck with traditional Nissan forums: nicoclub and skylineowners come to mind. I know the RB26 heads were built for turbo so it would be my recommendation to only attempt this build if your really set on it. An N/A RB while a cool design, isnt winning awards. The early results of the FuguZ only put out 220hp (Supposedly up to 300 on E85 and more dyno time).