Project "Baller"

Post by **meminto** » Sun Dec 07, 2008 3:40 am

I need to get some more cash to my engineer, but at this stage it will be mid to late january for the tuning

Post by **r34 gtr** » Sun Dec 07, 2008 9:37 am

Noooo! Thats sooo long from now! I require instant gratification!!

Post by **dash** » Sun Dec 07, 2008 11:09 am

there are so many hi-strung CA18s in service for years with nissan oil pump.I'd find a "build" that meets your power goal and use, then copy it.Look how Mobne "punishes" his CA for example! Hom many of us want/need more ?

A couple RB friends beat their brain/$$$$ out with that external pump crap.I told 'em, I'd switch to another motor before I went thru that foolishness.Both got rid of the external eventually. One blew his motor buying used junk moroso pump, after all the fitment headaches. Fk that.BETTER know exactly what you're gettin' into. Can o' worms.

One of 'em is a heavy RB26 powered full street S14, 260? Tomeis, T04Z? & AEM.Runs 7.0s in the 1/8th (=stupid quick) @20-24psi. Beats the snot out of that basicly stock motor at the strip for over 2 years & counting.

Post by **ca18detgabby** » Sun Dec 07, 2008 12:20 pm

r34 gtr wrote:Noooo! Thats sooo long from now! I require instant gratification!!

from what I hear that usually is not a problem for you.

Post by **Rin5** » Mon Dec 08, 2008 2:31 am

boost_boy wrote: I've been watching this thread for along time to see the feedback relating to this project and I just smile at some of the replies as of late......, I say let's move past this and let the man orchestrate his thread. It's his car, his money, his show, so all others, let it go and build your own $hit .................

De

Yes! bringin down the hammer and cleaning up this beautiful thread! Thats why CA's = <3

Post by **meminto** » Mon Dec 08, 2008 3:29 am

r34 gtr wrote:Noooo! Thats sooo long from now! I require instant gratification!!

Sorry about the lack of instant gratification hehehe but all good, it's not that for away..

However, I can provide some extra information of a technical nature..

Final compression ratio: 7.9:1

Cams degree'd in @: Inlet - 106.5, Exhaust -118.5, Lobe Seperation - 112.5

Although the cam degreeing info proabably wont mean much without cam timing event info...

Cheers

Post by **bradt** » Mon Dec 08, 2008 4:24 am

ca18detgabby wrote:
from what I hear that usually is not a problem for you.

ZING!

But I agree. That is too long from now. I understand these things take something people call money and that it apparently does not grow on trees. I dont know, it's a foreign concept. Anyway, can't wait to read more!!

Post by **r34 gtr** » Mon Dec 08, 2008 10:30 am

If I were to rob old ladies, and send you the money I stole from their purses, could we possibly see pictures sooner than NEXT YEAR?! I'll do it man, I'll do it.

Post by **meminto** » Mon Dec 08, 2008 2:02 pm

Lol, my engineer said he took some snaps of the completed block before head went on, I will ask if he can email them to me..

No need to steal money from old ladies

Post by **sjbsuperman1425** » Mon Dec 08, 2008 5:57 pm

meminto wrote:Lol, my engineer said he took some snaps of the completed block before head went on, I will ask if he can email them to me..

No need to steal money from old ladies

i think he likes to steal money from old ladies. its part of his evil plan to conquer the earth! lol

but really beautiful project. gotta love the CA's on this forum. and that is pretty low compression. plan on running tons of boost do ya? lol

Post by **meminto** » Mon Dec 08, 2008 6:19 pm

It is a little low, unfortunately a trade off for the valve reliefs in the pistons..

But its not uber low... it will see some boost lol

Post by **Vetal** » Tue Dec 09, 2008 5:16 pm

I saw somewhere that 1 CR point is only about 4% of power (w/o boost), so it's just a little tradeoffalthough it maybe way underestimated figure

Post by **meminto** » Tue Dec 09, 2008 6:53 pm

I am hoping my cam profiling helps with some of the off boost torque, but won't know until its running I guess..

Post by **DALAZ_68** » Mon Dec 15, 2008 7:02 pm

meminto wrote:Yeah its not a bad looking rail lol..

http://www.billetturbochargers.com/fuel_rails.ews

Thats where I purchased it from...

Rico...which of the 2 fuel rails did u order, i was about to order when i saw they had 2...

Post by **meminto** » Mon Dec 15, 2008 8:18 pm

Although I'm not rico, I ordered the 11mm rail to suit the standard size neck injectors..

They have a 14mm rail, for larger injectors... However I did have mine modified to fit underneath the plenum...

Post by **DALAZ_68** » Tue Dec 16, 2008 9:09 am

LOL sorry man...my bad meminto

Post by **meminto** » Tue Dec 16, 2008 12:13 pm

No worries mate

As a side note, I may be picking the motor up earlier..

Post by **DALAZ_68** » Tue Dec 16, 2008 3:13 pm

meminto wrote:No worries mate

As a side note, I may be picking the motor up earlier..

u lucky....i just wanted to also ask...on that rail...im plannin on running RX7 440's and a nismo FPR (with a gauge to read proper pressure)...

my question to you sir..is...with this rail...do you know how i would go by accomplishing this task...im going Nistune pretty soon, ive got my wideband O2 ready and in the market for a new exhaust elbow and rebuilt t25 Sr turbo...

Post by **meminto** » Tue Dec 16, 2008 5:22 pm

Good question, the issue is the rail has 3/4 UNF threads for feed and return lines, from memory the nismo regulator uses a factory like mount on the rail yeah?

I use a malpassi 1.7:1 rising rate with twin entry -6 lines, so my setup uses a male -8 -> 2 x -6 y piece for feed and return...

Is there a reason you want to use an aftermarket rail on your setup? I dont see a need to replace the stock rail or fuel pressure reg with the setup you want to use..

Previously I used 800cc injectors with the stock rail/reg and had zero problems...

Post by **DALAZ_68** » Wed Dec 17, 2008 5:39 am

well at first i didnt notice the to end fitting so i thought it might work like stock...

and my motor has been running rich since installed i wanted to swap out the rail with fresh INJ and an FPR to have proper fuel...

i might just stay away from the rail now seeing as iv have to make some fittings and what not ...

first gotta get my Wideband installed...get a fresh elbow on there aswell...and complete my eshaust...but i thought might aswell replace teh turbo and add everything else colleting dust (minus the fuel rail)

Post by **meminto** » Wed Dec 17, 2008 11:49 am

Yeah probably a good idea, it will cause you some issues with the fitting side of things..

Antoher thing I forgot to add is the internal diameter of the rail itself its quite large, your fuel pump may struggle to keep up with volume depending on what its specs are...

Post by **DALAZ_68** » Wed Dec 17, 2008 7:55 pm

i figured as much...its a standard walboro swapped for the CA

but then i remember u have a dual pump system

Post by **meminto** » Mon Dec 22, 2008 10:52 pm

Good news, will be picking up the motor in under 24 hours!!!!

Post by **NUT-CSE** » Tue Dec 23, 2008 5:20 pm

Pics or BAN!!!!!

Post by **DALAZ_68** » Tue Dec 23, 2008 5:36 pm

NUT-CSE wrote:Pics or BAN!!!!!

2nd the motion

Post by **hydra** » Tue Dec 23, 2008 6:52 pm

meminto,

Did you ever get around to taking those intake manifold measurements? When (if at all) will you be announcing your cam specs to the rest of the world?

Best of luck!

Post by **meminto** » Tue Dec 23, 2008 8:12 pm

Nah not yet unfortunately, I will do it once I am back in brisbane from christmas holidays, but they have been port matched so it wont be a true indication of the off the shelf spec..

Motor is still wrapped up until I get it back to brisbane so no pics for a week or so, sorry guys

However underneath the plastic wrap it looks unfookingbelievable..

I suppose I could release some information on the cams, but actual timing events I will be keeping for a while..

Duration = 261 degreesPeak Valve Lift = 516 thouBase Circle Diam = 29.6mm

To fit the rotational aspect of the cams, the cam reliefs (in the top of the head) had to be line bored, the spring seats were modified, the cam covers were modified and two sets of shims were required...

Post by **hydra** » Tue Dec 23, 2008 8:39 pm

I was actually more interested in the runner LENGTH than the velocity... Could you please include the total length from runner entry to head flange when you get the chance?

As for the cam specs, at what lift is that duration number measured? A 13.1mm lift lobe with 260 degrees of seat timing is almost impracticably aggressive... But I commend you for going the low-duration high-lift route as that is the way to maximize the area under your power/torque curve!

Post by **meminto** » Tue Dec 23, 2008 9:25 pm

As in off the seat measurement? 50 thou as far as I am aware...

What do you mean by impractically agressive?

Sorry, i thought you wanted more measurements than runner length...

Post by **hydra** » Tue Dec 23, 2008 11:18 pm

meminto wrote:As in off the seat measurement? 50 thou as far as I am aware...

What do you mean by impractically agressive?

Sorry, i thought you wanted more measurements than runner length...

By Aggressive I meant that the cam lobe acceleration was extremely high, but since you say 260 degrees @ 0.050" lift its not so bad anymore... That works out to roughly a 306-310 degree (at the seat) duration! I'm guessing you would have had these timed with a very narrow LCA, to let the turbo cram in a whole lot more mixture during overlap (since your boost/exhaust manifold pressure ratio is likely very favorable due to the big T67-25G you're using

Project "Baller"

Re: (Vetal)

Re: (r34 gtr)

Re: (boost_boy)

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Re: (ca18detgabby)

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