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The ported head flowed out at a smidge over 150bhp, which is very close to what is made on the dyno. It tuned out at 156bhp up at Atspeed Racing (Clayton 2WD Dyno), which is within acceptable accuracy. FYI, that engine ran ~12.8:1 compression and 290'ish deg cams with ~11mm lift. I never ran...

There's no brackets mounted to the physical exhaust but there is a supplementary bracket which bolts on where the front pipe meets the mid catalyst. Over time, these are susceptible to corrosion and eventual failure. The bracket looks like this. Part number is allegedly 20722-90J00.

326 - Arctic White

I haven't had the time to do any updates, nor much work. Now that I'm back full time at work, plus family life, I only get the odd 1/2 hour or 1 hour slots per day to do something. I do however take the time to make the odd snapshot of things as I make progress. The car is currently up on jack...

No, they're totally different Paul. Images courtesy of TTV :)

The car already comes with metal lines. Much simpler to replace the existing rubber connecting hoses for an E85 compliant item.

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Pin 1 - Signal Pin 2 - Ground Pin 3 - +12v They're IGBT (dumb) coils so, if the ECU (other than stock Bosch Motronic) doesn't have an inbuilt amplifier, it will need an external one to drive them.

Andy scrapped the JDM head off, so I never got the chance to flowbench it sadly.

Nismo rack bushes ;)

There's little that can be done to stop the autobots from spamming much more than is already implemented. Mods trawl through and purge spam posts and accounts when we can. Along with all the threads incorrectly posted in the blogs section ?

I'm afraid I didn't make it. I suck at anything beyond basic wiring/crimping skills, so I got a professional motorsport company to make it for me.

It was an issue on early preface K11s. Never had an issue on later K11s or any of mine on standalones. In your case it'll be just that, a calibration issue, so it's down to who setup your standalone ECU unfortunately.

You're probably somewhere between 0.25 and 0.3 bar max vacuum at idle. It could be less but you haven't mentioned the cam profile you switched to from the 774 cams previously installed. Having vacuum off one runner means you're lacking vacuum 'rate'. You'll still be able to pull the same total...

Let the mocking up begin. Nissan changed the ruddy ECU bracket / chassis points when they switched to the larger NATS ECU ?‍♂️ Anyway, the general idea is still the same for where the battery is going to go. Third time lucky and I'll get a pre-NATS ecu bracket and start tweaking ?

Same, 7600rpm rev limit. That's why I favour the CGA3 box on the turbo, 60mph comes easily in 2nd. Never timed a 60mph run though as I sold my timing gear ?

Yes, 1.3 box with LSD, so no traction issues and 60mph in 2nd gear. CG10 box doesn't quite stretch long enough to hit 60mph, so is slower due to an extra shift.

Pretty much where it should be given the setup. To get where you were hoping, (circa 150bhp), you have to do a considerable amount of work. Attached is a dyno of a CG13DE, 773 cams, Omex 600 ecu, group A exhaust and a set of NME spec Jenvey throttlebodies. FYI, that would do a timed 0-60mph run...

Spent the past week trawling through the Nissan Service manual breaking down the coilpack loom in order to wire in various things that are needed to get the car up and running. Typical examples are utilising the OEM rear heated window switch to drive the front heated screen, seeing as the rear...

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