It was not a bad day at all. The decision to include the VL's made for a crowd full of guys with caps pointing up and rat tails talking like "Oy bro I fink Rajab and Bresciani are gonna run a 6 flat today".

It was good to catch up with you fellow members. I have some pics of you guys (ange and boof) racing each other. I'll post them up soon.

The S13 CA18de and det have the same cams I believe. I looked into this when researching the CA16 inlet cam idea.

The thing to watch though is the valve springs. N/A valve springs are likely to be softer than the turbs version because they didn't need to be able to hold pressure from the inlet manifold. I know on the RB series motors they differ from DE to DET so I'd assume it would apply to the CA as well.

Quote:

I thought this might have been the case!

I know kids these days don't like to read, but can I suggest you read a book called "Forced Induction Performance Tuning". It's got some excellent fundamentals and may help you out with designing your turbo kits.

While I don't think our old mate Casper really understands what he is talking about, boost control through blow off valves is not quite as simple as how it was explained below.

It is true that you overwork your turbo to a degree through not allowing it to regulate it's speed by bypassing exhaust gas. However the turbo is regulated by the bov. This happens because the bov lets a proportion of the air that the turbo has just pumped, out to the athmosphere.This then means that not all the air the turbo as worked for will pass through the motor which equals less exhaust gas and hence less energy for the turbine(so it won't spin as fast).
So if you can get your head around that you'll see that the turbine speed is actually regulated. It's still not ideal but it's not as bad as it seems.

I'm chilled. I'm not even interested! This thread just looks like the blind is reading the blind.

Quote:

It doesn't matter how pretty it looks, if you intend on using a draw through weber carb and an intercooler you are going to blow the front of your car off!! as simple as that.

It looks like your going to have to work out how to make a blow through setup if you intend on using intercoolers. If this was your plan then PLEASE tell us more!

Quote:

SO DOES THIS MEAN YOU ARE PLANNING ON USING A BLOW THROUGH CARBY OR EFI?

Quote:

You better clear this up then with your designer!

I would also expect the intercooled version to be more efficient but only if you are making a blow through or fuel injected setup!

If you are planning on intercooling a draw through setup you should probably think again.

You can't go wrong with using a T2 flange on the manifold. These days there are so many turbos that will bolt to a T2 flange your options are endless.

The other benefit is that, of the nissan/garrett range, the smallest turbos have a T2 flange. For applications like an A12, even a turbo like the T2 from the E15 would be sufficient. And then for the people who are looking for big power from their A series (gearbox permitting) the T28 ball bearing from the S15 would have no trouble keeping up.

Anybody who has a daily driver with a turbo on it will agree that there is no point having a big laggy turbo. You want good response which means choosing the smallest turbo that can keep up with your maximum flow demands.

I reckon for the sake of trying to keep the kit on the cheap side the CA18 T25 would be the best combination.

For you do be running an intercooler it would mean that you would have to be using a blow through setup am I right?