Our favorite local in door go kart track Dromo1 ,closed May 29,2010.
Taken with a Contour HD camera mounted to my helmet.Check out the links below for some information on the Contour HD camera.
Redline Time Attack has teamed up with OWLE TV on Live Coverage of the event at Fontana Auto Club Speedway. They have a dozen cameras out roaming the pits.
Day 1 Coverage – Redline Time Attack
Fast Time so far is the Cobb R35 with a 1:40.892 in Modified Class. Check out with the live streaming coverage below.
Well not yet. I went into some more information on the 21 year EPA exemption in another post, and I decided to put up a video on Youtube. Videos are always more fun than just words. Subscribe to my videos for more vehicle import information.
Source : GT-R USA Blog
I put up a few Youtube videos, something like 280 total videos as of today over the last few years. Mostly car, mostly Nissan Skyline GT-R related. I can’t say I am very good at taking or editing videos, but its something I am working on.
While browsing the MotorMavens site yesterday I noticed this OWLE camera adaptor for the iPhone.
The OWLE Bubo's universal "Coldshoe" mount is great because it doesn't care what kind of light or microphone you attach to it. If you are like us and one light just isn't enough, then we have extra cold shoe's that thread into any of the Bubo's 4 tripod mounts.
THe OWLE Bubo comes Standard with 37mm lens threading, as well as a 0.45x Wide angle/macro combination lens. The ability to change filters and lenses will give you the freedom to choose what your audience sees.
Check out this side by side comparison. You can see how much clearer the OWLE video is compared to a standard iPhone video. Obviously the iPhone is not a dedicated video platform, but as an add on device, or something you already carry with you, its a cool new product.
Some in car footage in Arizona.
I am ordering mine today. It will give me a few more options on shooting videos on my iPhone. I will get some OWLE shot videos up soon.
Cobb Tuning has been competing in the Redline Time Attack with their R35 this year. The car runs in the Modified class and won the modified class, and overall at New Jersey Motorsports park, after losing an engine at Buttonwillow. After Buttonwillow the team replaced the expired engine with one from a wrecked street car. They had a few issues at New Jersey, but not enough for them not to take the overall win.
At Las Vegas some issues from the wrecked street car engine reared their head, and the team decided to build the engine. The next round of Redline Time Attack is at Auto Club Speedway in Fontana, Ca this weekend, May 29-30th.
The Redline Time Attack is going to be covered Live Streaming in a partnership with the guys at Owle. I was browsing some sites yesterday, and saw this neat add on for the iPhone. Its a better lens/ holding system for the iPhone that will give you good quality video for only $129. They will have up to a dozen cameras streaming at the same time, with some of them inside or on cars. John Naderi and Kerryann De La Cruz will also be in the paddock doing live interviews.
It put down a whopping 65whp.. :)
Yes the turbos spool so fast it had issues getting traction to the dyno, even at lower RPMs in top gear.. just did burnouts..
This is a really good video hosted by the man himself – NADS. The video covers the NSX that FX Motorsports runs in Redline Time Attack, with this video taking place in their hometown of Las Vegas. All good things, strip club , Elvis impersonator , subtitles.
Matt Andrews drove the NSX for the event in Vegas and the car was quick.
Well it is legal. The car comes with a NY State Title. The vehicle was imported by the good old USA. When a government official lives in a certain area for a certain amount of time they are allowed to purchase a vehicle. When they return home, they have the option to bring their vehicle back with them and are given the needed paperwork. This is what was told to me. From other sources I have talked to, this seems to check out. This particular car came from Japan on a Army plane, so I was told.
This post is about the EPA’s stand on Kit Cars and the importation of vehicle parts, and assemblages of vehicle parts.There is also some information on what the NHTSA/DOT defines as vehicle parts.
The following represents a clarification of EPA's policy concerning the regulation of imported and domestically produced kit cars and kit car packages. Kit vehicles are understood by EPA to typically involve new bodies, used drivetrains and new or used chassis. Used components may or may not be refurbished. This policy applies to kits or assembled kit cars only. This policy does not apply to regular production vehicles offered for importation into or produced in the United States.
This only applies to kits or assembled kits. The next part is important.
The production, sale and importation of vehicle parts (engines, transmissions, chassis, vehicle bodies, etc.) are not regulated by EPA because parts are not considered motor vehicles under the Clean Air Act. However if the parts constitute a disassembled vehicle or an approximate disassembled vehicle, the combination is considered a motor vehicle under the Clean Air Act. Any attempt to use this policy to circumvent the Clean Air Act or the Imports regulations will be considered a violation of the Clean Air Act and will be strictly enforced. An example of such circumvention is:
- A kit car maker who also provides the engine and transmission before or after production/importation of the body/chassis.
The next question is: what constitutes a disassembled vehicle or an approximate disassembled vehicle ? Is a used fender an approximate disassembled vehicle ? Is a front clip an approximate disassembled vehicle ? Is a transmission illegal to import because it can be used in a vehicle ? There is no absolute definition, as the NHTSA/DOT has for importation.
The NHTSA /DOT is very clear on what they constitute as a motor vehicle under importation laws. http://vehicleimport.blogspot.com/2007/12/importation-and-certification-faq-all.html
If a vehicle is shipped without its engine and drive train, it would be treated, for importation purposes, not as a motor vehicle but instead as an assemblage of motor vehicle equipment items. In this instance, the vehicle would be entered under Box 1 on the HS-7 Declaration form, which covers motor vehicle equipment not covered by a standard, or manufactured before the date that an applicable standard takes effect. Any items included in the assemblage that are subject to an FMVSS (brake hoses, brake fluid, glazing, lighting equipment, seat belt assemblies, tires, rims) that were not manufactured to comply with the applicable standard, and/or were not so certified by their original manufacturer, must be removed from the assemblage and exported or destroyed before entry.
No engine, no drive train, and any items with the parts meeting FMVSS, the parts are legal to import.
So the real questions get back to the EPA’s policy on what exactly is parts, and what exactly constitutes an approximate disassembled vehicle.
Importing a large group of parts, and then building a road vehicle from those parts, does not make the parts a “kit car” even though people like to defer to that term. Its used by a lot of people, and states to describe cars that people have home built, or specially constructed vehicles.
Individual states handle the titling of specialty constructed, or home built vehicles. It is out of the EPA’s hands by that point. The Clean Air Act requires some states and areas to have an emissions testing program, but not every state or area requires it. There are even areas in California that smog testing is not required annually.
The Heat Treatments R32 Nissan Skyline GT-R went back onto the dyno just a few days ago, and found even more power. The last dyno numbers that were shown on the Heat Treatments site showed 1667 hp. Now with a bigger exhaust, and other modifications the car put down an additional 115 hp to the wheels, or it should be around 1782 hp.
They will be trying the new setup, with the increased power at the Jamboree in Queensland Australia on 21-22 August 2010.
Robert Stout and Tom Lepper Battle Fiercely to Drive Scion tCs Into Winner’s Circle
TORRANCE, Calif. — In the team’s first trip up to Canada, Robert Stout and Tom Lepper put both DG-Spec Scions on the podium at Mosport, just outside of Toronto. Known as one of the fastest tracks in North America, both drivers were engaged in dogfights in the double-header weekend that saw races on both Saturday and Sunday.
The Touring Cars managed to put on the best show for the fans, as both races had the slimmest margin of victory, with multiple lead changes during the course of the 50 minute sprints. On Saturday it was Lepper, driving the 36 car, who put the Scion tC on the second step of the podium, finishing a scant two-tenths of a second behind Chip Herr in the turbocharged VW. Lepper also ran the fastest lap of the race. On Sunday, Stout, driving the 18 car, would emerge victorious, nudging Herr off the top step of the podium for the big win.
“I’m proud of the whole team for how hard we fought this weekend,” said team owner, Dan Gardner. “If anyone had any question about this team’s ability or mettle, I think it’s been quashed. Robert and Tom did a great job out there. As a driver, I know what it’s like to battle hard, and give it everything you’ve got. Victory tastes so much sweeter when you have to earn it by brining your A+ game to the show. Every member of this team brought theirs to Mosport, and the results speak for themselves.”
The first and second practice sessions on Saturday showed that the Scions had the speed, as Stout was fastest in both sessions in a highly competitive field. Qualifying on Saturday continued to prove the point that the Scions were the cars to beat, as Stout and Lepper put both DG-Spec cars on the front row, claiming P1 and P2.
On the start of Saturday’s race the Scions held their position going into Turn 1, but Shaffer in one of the Jettas would bang up against Lepper on the inside, taking the position away from him, putting himself between the two Scions on the way to Turn 2. On Lap 3, Herr’s VW would go side by side with Lepper through Turn 4, with Jetta getting the best of the Scion going into Turn 5.
With Stout consistently motoring up front, Lepper put his head down and tried to fill the Jettas’ mirrors. Indeed on Lap 11, Shaffer went off track as Herr and Lepper shot by. The Scions were in P1 and P3. A few laps later, Stout would shoot wide in Turn 5, allowing both cars to push ahead as they came onto the back straight.
From there it would be close quarters combat as Lepper repeatedly pressured Herr to make a mistake, sometimes banging on his back bumper to let the Volkswagen driver know the Scion was right there. Lepper got on the inside, but Herr would hold the position. It went this way lap after lap with the Scion and VW nose to tail or side by side. In the end, as the checkered flew, the two cars came onto the straightaway side by side, but it just wasn’t quite long enough, as Lepper was edged out by two-tenths of a second. Still, a hard-fought second place finish was something to be proud of, especially considering the fact that Lepper turned the fastest lap of the race.
“I pushed him as hard as I could,” Lepper said. “Chip drove a very defensive line, and I thought for sure he’d run the tires off the car, but it never quite happened. If I could have gotten in front of him, I think we had a bit more speed, and we wouldn’t have looked back. But that’s racing. It was a good clean battle, and second place is nothing to sneeze at.”
Sunday would be challenging for all teams, as no practice session was on the schedule, and teams would have to qualify first thing in the morning. Stout would qualify well, just two-tenths of a second behind Herr’s Jetta, as the number 18 Scion claimed P2. Lepper was picking up speed, but then lost fourth gear and had to come into the pits.
There would be barely more than two hours before the race would start, but the talented crew of Brad Allen, Sean Morris, David Fredrickson, and John McNulty sprung into action at warp speed. Somehow, someway, the team swapped out the transaxle, reinstalled the sub-frame and supercharger, and had the car ready to go for the race just five minutes before the start. They would miss pre-grid and have to start from the pits, but at least Lepper had a chance to climb back up through the field. And Stout was poised to strike from a favorable P2 spot.
Stout shot the Scion off to the great start, briefly getting in front of Herr, but the VW would hold onto the lead going into Turn 1 as Stout tucked in behind. As the field got through the first turn, Lepper was released from the pits.
On Lap 1 it would be Herr, Stout, and then a GTI that was hot on the heels of the number 18 Scion. Shortly after that the GTI would get around Stout, and from there the two would swap positions repeatedly. When Stout was running in the second spot he put pressure on Herr, but the VW would not make a mistake. Finally on Lap 24 Stout cleverly used a GT car going into Turn 5 to take the position from the Jetta. And he never looked back again, as Herr and the GTI driver battled amongst themselves for the remainder of the race. When the checkered flew, Stout in the number 18 car had brought Scion home yet another big win.
Lepper, in the 36 car, drove a phenomenal race, starting in dead last from pit lane as he worked his way through half the field before the checkered flew.
“This might have been the most intense race I’ve ever had,” Stout said. “Talk about bumping and grinding, swapping positions, a three-way battle for the lead. This was absolute racing warfare. I really had to earn this one, but it feels more satisfying because of it. The team was phenomenal, giving me the best car they possibly could. It’s awesome to be driving one of these Scions.”
After Sunday’s victory, Stout extends his lead in the season points, having accumulated 587. That’s well over a 100-point cushion from Eric Meyer in the RX-8. The team’s performance keeps Scion in the lead for the Manufacturers’ Points, ahead of second place VW and third place Mazda.
Standings and results can be viewed at http://www.world-challenge.com/index.php. The race will be broadcast on the Versus Network on Saturday, July 31 at 3:00 p.m. Eastern. Twenty-four hours later the program can be viewed online at www.world-challengetv.com. Round 3 of the series can now be viewed at http://www.world-challengetv.com/2010/#/races/179.
The team now readies for historic Watkins Glen in upstate New York. The event will take place July 2-4. Saturday’s race will begin at 4:15 p.m. Eastern. Live timing and scoring can be viewed at www.world-challenge.com.
The DG-Spec team uses and is supported by:
• Scion-supplied OE parts
• TRD-supplied supercharger and intercooler, front big brake kit
• Jackson-Dawson Communications
• Pilot Automotive HID driving lamps
• Nitto NT-01 tires for testing
• Enkei PF01 17x8 wheels
• OS Giken Super Lock Limited Slip Differential (LSD)
• Dezod-supplied AEM standalone engine management, plug-and-play harness, fuel rail, injectors, end links, and stainless clutch line
• Church Automotive Testing dyno tuning
• Moton Suspension remote reservoir coilover shocks
• Vogtland springs
• DG-Spec Progress Technology rear swaybar and camber kits
• Motul brake fluid, engine oil, transmission fluid, and super coolant
• Racepak IQ3 logger dash and VNET sensors
• AEM sensors, EMS, and dry flow air filter
• Kaminari carbon-fiber roof and composite headlights
• Reflections body work
• America’s Tire Co. tire mounting and balancing
• Racetech Viper head-restraint race seat and 6-point harnesses
• Centerforce clutch and low-inertia steel flywheel
• AIT carbon-fiber hood and hatch
• DG-Spec Wild Pony Motorsports-supplied camber/caster plates
• Goodridge fittings and lines
• Carbotech XP10 and XP8 brake pads
• G-Force racing suit, gloves, helmet, window nets, and other safety and crew gear
• DC Sports header
• Energy Suspension bushings and motor mounts
• HoseTechniques silicone hoses
• Tri-Mountain Racewear team gear
• NST supercharger pulley, Braille batteries, and shifter bushings
• SquareSkull designs
• Sampson Racing Communications (SRC) radio systems
The World Challenge is North America's top production car-based racing championship. Divided into three separate classes (World Challenge Touring Car, World Challenge GTS, and World Challenge GT), races follow a sprint format and are 50 minutes start to finish. Each race features thrilling standing starts, adrenaline filled door-to-door action, and top-notch drivers. Drivers pilot cars from the world's most popular manufacturers, featuring race-prepped versions of the cars we drive on the streets! The World Challenge is sanctioned by SCCA Pro Racing and races at North America's premier road and temporary street courses.
DG Spec is a line of parts designed and endorsed by National Champion Scion road racer Dan Gardner. Gardner draws up the specifications for the parts himself. The parts are then tested and proven on the track. The goal of DG Spec is to provide enthusiasts with parts that have been developed on the track and that have significant performance advantages at an honest price. Parts are offered either in hardcore track trim, identical to what Gardner and his team race with, or in Gardner-specified standards more appropriate for enthusiast use on the street. www.DanGardnerSpec.com
This R32 is pretty impressive for what modifications it has. It turned a number of 8 second passes. On slicks, and good fuel. The engine is a 2.6 with a standard R33 crankshaft, JUN rods, HKS pistons, Tomei oil pump , HKS 272 cams , HKS T51 Kai turbo , Veilside plenum. Its running an OS 88 sequential transmission, and a little squirt of nitrous to get it hustling.
Source : GTROC
On February 28, 2005, at 12.08 local time, the Koenigsegg CCR broke the production road car speed record, achieving a new official top speed of 387.37 km/h (240.7 mph) at hoi Italy's Nardo Prototipo proving ground. A team of five Koenigsegg engineers and mechanics together with founder Christian von Koenigsegg ran a technically standard CCR, driven by famous supercar test driver and veteran record breaker Loris Bicocchi.
In my off time, I do a little side thing. This blog is about Nissan GT-R’s , but I have been involved with cars and racing most of my life. In 2006, I did World Challenge as a crew chief on Igors – Automotive Forums R34 GT-R. Fun, tough, expensive. Those would be the three words I would use to describe that year.
For the last couple years I have been helping Dan with his Scion tC. Dan was a Nissan guy, I actually met him though Freshalloy, when I was at Motorex. Dan has done well, he works hard, has a routine, and he sticks to it. This year the one car NASA team, has grown to a two car SCCA World Challenge effort.
So far this year, we have built the second car #36 for Dan Gardner in three weeks, with lots of help, and raced at St. Petersburg and Long Beach. At St. Petersburg we had two races, the #18 car with Robert Stout driving finished in 2nd place in both. The #36 car finished in third and fourth place. At Long Beach, the #18 car won the Touring Car class, and the #36 car found the wall at turn 8 while we were 1-2.
During the second practice session at the World Challenge race in Long Beach, we lost an oil line, that then caused us to lose an engine. Time lapse of the engine replacement. Start to finish, it took us a while. First engine or transmission I have had to deal with since I started working on the DG Spec Scions. We qualified the #18 car P4.
Some behind the scenes video and pictures from the event.
Next race is Mosport in about 14 days. I have been so swamped in regular work, that I haven’t had any time to dedicate to helping prep the cars for Mosport. The #18 car is now carrying 75 lbs in “REWARDS” weight for the two 2nds and 1st place showing. Robert is in 1st place in the drivers points, and Scion is leading the manufacturers championship in Touring Car.
Watch as the Sienna Family drops their hot new single, Swagger Wagon. This goes out to all you minivan families out there who get a Sienna SE for space but fill it with your family's swagger.
Funny, I’m diggin it.
1 3 Porsche GT2 SSGT1 BB 4:51.717 340 Douglas Wilks, Leh Keen 2 4 Nissan GT-R SSGT1 BB 5:00.672 335 Catesby Jones, Jose Collado 3 39 BMW 325is SSGT2 SB 5:05.051 330 Anthony Magagnoli, Kevin Kreisa 4 6 Subaru WRX STI MidPri Sed 5:08.934 325 Michael Lattos, Erik Van Cleef 5 5 Chevrolet Corvette SSGT1 BB 5:14.297 320 Jeremy Herzberg, Danny Popp, Todd Rumpke
1 3 Porsche GT2 SSGT1 BB 4:40.493 340 Douglas Wilks, Leh Keen 2 5 Chevrolet Corvette SSGT1 BB 4:45.910 335 Jeremy Herzberg, Danny Popp, Todd Rumpke 3 4 Nissan GT-R SSGT1 BB 4:49.667 330 Catesby Jones, Jose Collado 4 39 BMW 325is SSGT2 SB 4:52.736 325 Anthony Magagnoli, Kevin Kreisa 5 6 Subaru WRX STI MidPri Sed 4:59.414 320 Michael Lattos, Erik Van CleefThe overall points lead puts the GT2 25 points in front of the Nissan GT-R.Barring any big mistakes by the GT2, it looks like the GT2 will take the winthis year. However, there have been somereports of possible rain, which couldthrow a wrench into things.Cumulative Overall Points as of - Wed May 05 15:04:29 2010 Page 1 Results sorted by position Pos Car # Vehicle Class Points 1 3 Porsche GT2 SSGT1 BB 4340 Douglas Wilks, Leh Keen 2 4 Nissan GT-R SSGT1 BB 4315 Catesby Jones, Jose Collado 3 5 Chevrolet Corvette SSGT1 BB 4205 Jeremy Herzberg, Danny Popp, Todd Rumpke 4 9 Porsche 997 Turbo SSGT1 BB 3905 Rene von Richthofen, Hugh D. Bate 5 8 Porsche 911 GT3 RS SSGT1 BB 3855 Geoffrey Bond,Source : One Lap and Motor Trend Blog
Above about 1.1 bar (16 psi) the stock RB26 turbos have a tendency to break the exhaust wheel off. People have gone low 12's, high 11's on the stock turbos, but not for long. Stock peak boost R32 is about 0.8(11.5 psi) , R33 0.9(13 psi), R34 1.0 (14.5 psi).
|Part||Part Number||Designed Output|
|BNR32 Stock Ceramic (1989-1991)||14411-05U20|
|BNR32 Stock Ceramic (1991-1993)||14411-05U21|
|BNR32 Stock Ceramic (1991-1993)||14411-05U22|
|BNR32 NISMO OEM||14411-06U00||300PS|
|BCNR33 N1||14411-24U10||280 PS|
|NISMO GT LeMans||14411-RS581||320 PS|
|Stock exhaust manifold on the left, ported,
modified N1 manifold on the right
Garrett 2530 equivalent 2860-5 or 707160-5
Garrett N1 equivalent 2860-7 or 707160-7
|Turbo||Output||Compressor Wheel||Compressor Housing||Turbine Wheel||Exhaust Housing|
|PS||Trim||Inducer (mm)||Major (mm)||Inlet (mm)||Outlet (mm)||A/R||Trim||Major (mm)||Exducer (mm)||Inlet Flange||Oulet Flange||A/R|
|GT-SS||280||60||46.6||60.1||0.60||76||53.8||47||GT25||Internal - GT25||0.64|
|GT2510||300||63||47.7||60.1||60||50||0.60||62||53||41.7||GT25||Internal - GT25||0.64|
|T3||Internal - Skyline Type||0.64|
|GT2530||320||63||47.7||60.1||60||50||0.60||76||53.8||47||GT25||Internal - GT25||0.64|
|T3||Internal - Skyline Type||0.64|
|GT2535||340||56||51.6||69||60||50||0.60||76||53.8||47||GT25||Internal - GT25||0.64|
|T3||Internal - Skyline Type||0.64|
|GT2540||350||46||51.7||76.2||60||50||0.60||76||53.8||47||T3||Internal - Skyline Type||0.64|
|GT2540R||360||46||51.7||76.2||70||50||0.50||76||53.8||47||GT25||Internal - GT25||0.64|
|GT-RS||400||52||51.2||71.1||60||50||0.60||76||53.8||47||GT25||Internal - GT25||0.64|
|GT2835||380||48||49.3||71.1||70||50||0.50||84||56.5||51.8||GT25||Internal - GT28 84 trim||0.64|
|400||52||51.2||71.1||70||50||0.50||External - GT30||0.61|
|GT2835R||420||56||53.1||71.1||100||50||0.50||90||56.5||53.6||GT25||Internal - GT28 90 trim||0.86|
|External - GT30||0.61|
|480||56||57||76.2||100||50||0.60||84||60||55||1JZ (VVT-i)||GT-Pro Type||0.68|
|GT3037||420||48||52.8||76.2||70||50||0.60||84||60||55||GT25||External - GT30||0.61|
|GT3240||580||54||60.3||82||100||60||0.70||84||54||58.7||GT25||External - GT30||0.87|
|AX TURBINE/RX6B TURBO CHARGER statistics chart|
|MODEL||Bearing system||Supercharging pressure Control control equipment||Correspondence with 1 machine Output (PS)||Compressor wheel||Compressor housing||Turbine wheel||Turbine housing||Actuator|
|Trim||Entrance diameter (Mm)||Major diameter (Mm)||Entrance diameter (Mm)||Exit diameter (Mm)||A/R (Mm)||Trim||Major diameter (Mm)||Exit diameter (Mm)||Entrance flange||Exit flange||A/R (Mm)||Material||Pilot by-pass Diameter (mm)||Type||Set pressure (MmHg)|
|AX53B60||STD||Ball bearing||Actuator||340||57||46||60||φ 60||φ 50||19||82||53||48||T25||SR20 exclusive use (S14)||22||High silicon||26||STD||570|
|13.4||T25||RB26 exclusive use||18||26||570|
|20||EJ20 exclusive use||EJ20 exclusive use||20||24||570|
|Racing||13.4||T25||RB26 exclusive use||18||ニレジスト D5S||27||Strengthening type||750|
|AX53B70||STD||Ball bearing||Actuator||380||57||53||70||φ 60||φ 50||19||82||53||48||T25||SR20 exclusive use (S14)||22||High silicon||26||STD||570|
|13.4||T25||RB26 exclusive use||21||26||570|
|19||T3||RB20/25 exclusive use||22||24||570|
|19||EJ20 exclusive use||EJ20 exclusive use||18||24||570|
|Racing||19||T25||SR20 exclusive use (S14)||22||ニレジスト D5S||28||Strengthening type||750|
|RX6B||TCW15||Ball bearing||West gate||440||48||54||78||φ 70||φ 60||21||87||61||57||RX6B||RX6B||13||High silicon||-||-||-|
|TCW10||500||57||59||78||φ 70||φ 60||21||87||61||57||16|
|TCW76L||520||47||56||82||φ 75||φ 63.5||21||87||61||57||18|
|TCW77L||560||55||61||82||φ 75||φ 63.5||21||87||61||57||20|
|TCW76LS||520||47||56||82||φ 90||φ 63.5||21||87||61||57||22|
|TCW77LS||560||55||61||82||φ 90||φ 63.5||21||87||61||57||25|
|AX75F82||STD||Floating metal||West gate||640||61||64||82||φ 100||φ 60||17.8||76||74.1||64.5||T4 and 1 port||Inserting type inside diameter φ 73, major diameter φ 90.5||25||High silicon||-||-||-|
|AX75F92||STD||Floating metal||West gate||730||50||65||92||φ 100||φ 60||17.8||89||74.1||70||T4 and 1 port||Inserting type inside diameter φ 73, major diameter φ 90.5||25||High silicon||-||-||-|
|* As for the AX53B series turbine specification differs each every kit.|
|The RX6B series has set conformity turbine size each every kit.|
|Each commodity concerning details please inquire.|
The following charts below are in no means scientific. They are done on different days, different cars, different setups. What we are looking at is overall ideas.
|Many different turbos. Points picked from dyno charts and plotted|
|Same chart broken out to several old single turbo setups.|
|Number of blades||12||12||12|
|Number of blades||9||11||9 + cutback|
edit-I am not sure this is the standard GT-R turbo, it specs out more like the SpecV turbocharger
Turbocharger Type RHF55 Turbine Blade no. 11 Compressor Blade no. 6 + 6 Turbine Rotor Size 53mm / 48mm Compressor Rotor Size 60mm / 46.5mm Max. Turbine Speed 165000 rpm Wastegate Open Press. 78 kPa A/R Ratio 15 Compressor seal material Synthetic mica + Teflon Bearing Type Floating Metal Bearing
|GT42R R32 Nissan GT-R|