gibbon

yeah I watched a few videos but couldn't really see enough of what they were doing. It was always "then you just need to get a screwdriver in here..... there we go" with the camera focused uselessly on the guy's face. then I watched one where the guy mentioned unbolting the pressure plate instead yip all FDs are pull type. I believe the reasoning behind it was malice

i did things! i did things on the car! firstly, I fitted the new engine. the clutch is a pull-type, so when I pulled the engine, I did it the cheat's way of disconnecting the pressure plate from the flywheel, through an access panel. I did this because I lack the finesse/knowledge/patience to flick the snap ring off the release bearing like someone who does this stuff all day can achieve. then I learned the hard way all about pull-type clutches and how they can't be reinstalled the same way. (or can they? I asked the rx7 forums and got mocked viciously like it was 2007, it was the full web 1.0 experience. fortunately I grew up on the performancecar.co.nz forums so am impervious to insults) so the engine came out again. decided to swap out the clutch at that point because the rockauto replacement item probably wasn't really up to spec so new clutch ready to go, and may I just add again, fuck the guy who designed the pull-type system. Clearance in the FD is so tight I had to loosen off the engine mount carriers in order to drop the block past the subframe and mate it to the transmission. then I used a borescope to confirm that that stupid ass snap ring was locked in place. fuck that guy. Meanwhile on the hot side, operation "cheap out on the turbo" came to a clunking halt as my 6262 failed to clear the sheet metal of the engine bay, largely thanks to the very very low mount position of the HKS manifold. At this point instead of getting pissed off, I decided to divert my attention to the fuel system. "the stock fuel pump probably isn't going to be able to keep up" was my initial thought. followed by "but i bet there's an aftermarket fuel pump in this thing... and I bet whoever robbed the flash engine out of it was too lazy to grab it" bingo. so. obviously not JDM cred spec, but definitely aftermarket and higher capacity. and OH MAN am I glad that I pulled it, as you can see it was a)originally mounted too low, causing the filter sock to become dislodged, allowing b)the shitty insulation tape on the joints to unravel and get sucked into the now-unprotected filter inlet. a little surprising that this hadn't killed the car earlier, tbh. anyway I shrink-wrapped the joints and repositioned the pump, and we should be good from here. So here we are now, somewhat back together

ive got the turbo from my DASH starion still kicking around if you want it (td05h~12), I think it's a mild upgrade over the original

@VitesseEFI

couple of SUs I reckon

seconded

rx7 forums tell me that only the HKS specific turbo will bolt to the kit (sneaky buggers) a couple of hundred to chop and change the downpipe vs 4k on the genuine turbo is a no brainer

G series as in Garrett? I thought the 6262 was a Precision ripoff? Google tells me Precision used to 'borrow' Garrett designs but not for a long time. oh the tangled, incestuous web that is turbocharger design and marketing...

so the situation continues to deteriorate as I persist in disregarding advice and shedding money. Firstly I grabbed a top feed rail kit, 1000cc injectors all around, and an ECU manufactured this century I bought an HKS "special set up kit" which is designed for a HKS GTiii-4R. Then I did some reading and found out (supposedly) that the GTiii-4R is just a Garret 3582 with a coat of makeup. OK I thought, instead of buying the $4k HKS version, I'll save a buck and get the knock-off equivalent. I went with the "compact" version as it had a slightly smaller compressor for the same sized turbine, if I recall Then the agent calls me and says "are you sure this is what you want? we don't sell many Compacts". I told him the car I had and he upsold me to a 6262 equivalent. I foolishly thought that a T4 was a T4 and that the thing would fit (which in retrospect was extremely naive) anyway, the 6262 fits the T4 flange of course but nothing else lines up. the v-band outlet is the wrong size and is offset differently so the downpipe sits differently and the wastegate joiner pipe won't align with the manifold the sheer size of it does replenish my mana somewhat, at least It's not the end of the world. I either modify what I have to make it fit, or bite the bullet and buy the GTiii that the kit was designed around (and there's two different a/r versions available, would they both be interchangeable? or do I need the specific one that the kit was designed around?) or do I take the middle path and go back to a 3582 equivalent and hope that it fits? I kinda don't want to go back to [knock-off brand] as they so handily upsold me to something that doesn't fit, and then weren't interested in taking it back Bit of a cunt update really as I've done no work and am essentially just showing off spending money on a bunch of mid-to-low range gear. this time of year is an absolute motherfucker for me so I have zero free time and I guess I'm just buying shit for the dopamine rush. hopefully shit will change and I'll find myself holding a spanner instead of a beer

Interestingly the rotary builder I spoke to was pretty scathing of most low budget options but gave pulsar turbos the tick just for the sake of gossip and scandal he was pretty dismissive of PAC performance products

I have a datalogit, never used it though... sounds like they can be finicky to set up. Thanks for the offer, I'll see if I can get something out of the PFC

I liked this guy because he comes with a 90degree compressor outlet and I'm extremely lazy. 300 series, I think its a BW S300 clone, comes in a variety of flavors. and yes the PAC setup i believe was to suit a G42, real big boy territory Here's something you probably don't want to answer: after changing to a single turbo, is it safe to fire up and drive the car to (some poor bastard just south of town) on the existing PFC tune?

also do the yanks measure horsepower differently to us or something? guys on the rx7 forums are like "yeah I want something streetable, not too crazy. probably in the 650hp range" motherfucker have you tried driving a rwd car with 650 horsepower? there was a norwegian guy who made a jibe about importing a US car and "two hundred horses fell off the boat on the way over"

yeah I've learned to disregard pretty much any 'rule of thumb' regarding sizing unless it specifically comes from a rotary source. it does seem like big truck turbos are largely ready to bolt-on for a rotary, big diesel turbine housings and all. most of those don't seem to be v-band though. I did read a little spiel which was interesting and put things in perspective, that the major players (BW, Holset etc) produce MILLIONS of turbos that work in arguably more demanding applications than 'performance'. the whole car scene is such a tiny blip on the radar for the major manufacturers that they can't even be bothered to dominate it. so no surprise that when you scratch any high end aftermarket turbo, under the branding you still find a 'dirty old truck turbo' as for the flange, the absolute largest diameter at the tip of the v-band is 3.5". the "pipe" itself is 3". I am a bit confused as to whether I should be shopping for a 3" or 3.5" v-band inlet as a result

i'll probably sell it eventually but when I do it'll be actualizing the loss as it inevitably resells for a fraction of what I paid for it (even though it was a bargain)