mjrstar

I'm back, This time it's my falcon ute with rear imbalance.. First test was L200 - R240 (listed as 27% imbalance) but my maths says 20% Stripped slider pins, cleaned and re-greased there was a bit of crud on the left ones,they move nice and free in the bore. Went back for a re-test now L300 - R360 so new 26% Discs and pads have less than 10,000ks on them and look mint, no uneven wear.. Is there a chance if the lsd setting on the roller machine isn't done incorrectly that you could get an out of wack reading?

Could be a valve bucket jamming in the head I reckon, or a dodgy shim. I'd pluck the cams out and check for that before digging any deeper. The 2jz is known to be a bit lacking as far as camshaft lubrication goes to.. So could be a cam journal issue (hopefully not though)

OK, normally I'd say k swap is cool, but I think we all know turbo Barra is the answer here..

Leading or trailing is fine, get that bleed nipple at the highest point.

Have you still got that fg falcon (might be worth a measure up) , they have a pretty decent fan and shroud setup which isn't all that thick from memory?

I'm a subscriber but hadn't seen that video before, that is cool just how much earlier you can get the boost in with the inlet change. Oem have all sorts of things to worry about, noise levels, emissions, fuel economy, making a sport button that actually changes stuff etc Vvti should be able to help on these too.

@kpr for sure there is probably only a percent or two in it on an NA versus real gains on the inlet which you have really proved! not a lot to be had on the exhaust side for the added complexity /headache.. I did read a bit about a stock evo 10, which didn't pick up much power, but delivered a fair wack more torque from a standard setup by modifying exhaust cam strategy. There is probably low range spool gains to be made depending on "things". Maybe more so on turbo 6's like bmw and coon (where dual vct setups seem more common) , perhaps you don't get the same pulse grouping gains you get from a 4 cylinder?

For sure big cam is a caveman problem and is really is about single cam application where you can't optimise lobe separation, or on your case move it to suit airflow velocity.. I was more thinking about the improvement you get in compression with a larger intake cam, or dialing when it opens and there possibly being even more swing you can apply to the intake cam if you had the ability to swing the exhaust to further optimise lobe separation? It might not be a thing that helps though. Just theorising here. EDIT: perhaps exhaust cam timing becomes more exciting when turbocharged and having to deal with exhaust manifold pressure?

Ha that's a really good point! I totally would have ruined it with that prompt.

I think I have mentioned this before but being able to swing the camshafts is a game changer, on a twin cam with both cams swinging there is almost no downside to going for what would otherwise be considered quite a large camshaft (well other than piston to valve clearance of course) What I hadn't seen before is just how successful swinging one cam is, I had thought (maybe wrongly) it would impact compression.. Great work! Maybe up next is get Roman Dave to do a compression test graph whilst you swing the cam?

My go to was series 4 rx7, and primera. Both of which are getting pretty long in the tooth.

There will be a flap in the carpet or whatever sort of access hatch for the manual release of the e-brake. But yeah giz lever and ratchet mechanism over some electrical thing for sure.

Synchro doesn't have to deal with the flywheel, or pressure plate, just the mass of the clutch disc, and input shaft etc.. So basically if you have a 6 Puck clutch, just cut 3 off with a hacksaw to improve high rpm shifting..

I might have mentioned this before, One thing people tend to overlook when it comes to shifting gears is clutch mass. You are probably aware of what a synchro is doing, it has to slow the clutch plate to the correct rpm for the next gear on the upchange, or speed it up on a downchange.. But if you can reduce the clutch plate mass by a certain percentage, or make the gear ratios closer together your synchro has less work to do and will facilitate a quicker gear change.. I haven't read right through the thread, but is the last gear change near the finish a necessity? In saying that it does looks like it shifts pretty well, with a well set up clutch you'd probably oy need to come back to maybe 50% throttle for the gearshift..

Dave Thomsen (Thomsen automotive) had a very rapid mivec turbo Mirage years ago. It may have gone ~10 seconds 1/4 mile in fwd format if I recall correctly. Before he converted it to a circuit car.. It might be worth tracking him down for a chat. It's possible that the complete 1600 mivec engine becomes a better base for a turbo application.. (maybe) https://www.thomsenautomotive.com/

About 45-50 seconds into this video.

Targa sharns, Cheetah was off the road a little bit on stage 9 when we went passed, I have some video of that, then I helped push start it before stage 11, frig it was heavy going. At the end of the event cheetah was in need of a new battery for the trip home. Didn't really see the altezza all event.

200kg lighter than my ek civic which has minimal interior, door side intrusion removed, no heater etc.. There is of course some additional weight in the rollcage.

Gave 6 near new 15 inch rally tyres away late last year. Probably would have been a bit tall with regards to clearance though.. I reckon @vivaspeed would have something in his stash unless he's had a decent clean out / burn pile?

That'll be to do with starter position for ring gear diameter I'm going to make a wild speculation based on zero facts that even if the 225mm bellhousing would bolt up to a 4g63 there would be no room on the 2 litre block to fit a starter..

I dunno man, there might be a transfer case / torque tube issue, as there is a bunch of wizardry to get the drive to the front left axle. Due to front diff being in the transfer case in evo 4 and up. It's possible that the 4g15 box could donate a bellhousing? It might be with some research over on evom

Bellhousing bolt position is different but all the gearbox internals are interchangeable. As is the transfer case, So it wouldn't be a straight Lego swap.

If you are keen on 4g63t as mentioned above an airtrek turbo is an option, manifolds are different from evo but can be swapped.. Manual legnum may also be a suitable donor vehicle, for gearbox, transfer, axles, and rear diff not sure on gear ratios though..

Do you really want me to answer that? It does have 2 fuses, one 5a in the supply as it enters the machine and one on the circuit board supply (3a maybe) to the transformer. But the one that was under the insulation for that transformer is now a blob of solder. Ran (pun intended) it for a week with the cover off and it didn't catch fire. I could pretty easily get hold of a fuse and solder it in I guess, but I wasn't really sure what spec to get and I lost interest because it goes again.

I suspect the supercharged one would have a chunk more torque? well unless the supercharger setup makes too much heat and not enough boost.