300whp Jamaica style

Texx

Super Moderator
I've cleaned this thread up as best I can, I don't want to see it going off topic again.

Anymore off topic or obnoxious posts will simply be deleted!
 
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hardcoreep

Member +
Those dyno graphs appear to have a fairly reasonable torque curve to my eye, obviously not much of a streetable motor but with the correct gearing you could keep that consistently in its powerband around any circuit I can think of..

Having said that I'm not familiar with the gearboxes these cars use.

The car has a 3.7 final, so its very long, but u are right its not streetable as its very aggressive. On road tyres that car burns through gears 1 to 4.


1. You mentioned the e-manage was the preffered choice of ecu there. How does this go with controlling ignition. I was reading one of the jamaican sites that said they were having trouble with the std ecu taking over and dropping timing due to low ron fuel. Is this the case?
Yes the E-manage has proved to be a great partner for the Starlet. I've had no problem with the E-manage taking control of the ignition timing. It apparently has circuitry that kills the signal, however in the 4AGE application where this signal is needed for the ECU, it will either give an error, or keep reverting back to stock unless you use that little circuit box Greddy says you need. So no issues on EP timing.

2. What sort of ign advance are you running on these engines? Due to the weaker std internals and rings, I imagine the slightest detonation could destroy an engine pretty fast, do you tend to retard the ign a little to give allowances for variances in fuel ron, (it tends to vary from pump to pump here) or do you just go balls deep and tune on the edge?
We tend not to play around with the ignition due to our fuel quality. We first tune the fuel curve and use the ignition timing for response or to smooth out areas of the curve if it can be done.

3. Are you still using the std ringlands. With most std engines that are pushed over here, the rings seem to be the first thing to go around 240hp. Then again this could just be detonation.
Everything is as stock, and as I said earlier we don't plan on detonating as we wouldn't put the engine in such a situation.

4. What sort of headbolts do you use? On std bolts Mine lifted the head, spraying a thin mist of coolant and then re-sealed after a full power run at 300hp. now running close to 330whp but just blew a gasket.
We are using standard headbolts. The cheap way is to use 4AGE ones by tapping the head, but since ARP makes 4efte headbolts, if push comes to shove thats what we will go with. The other option is o-ringing.
 
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hardcoreep

Member +
Ok, this has been the hold up. The owner decided to go with a larger throttle body and contracted it out to a 2nd party more familair with Nissan parts. The larger SR20DET has been adapted to fit the STANDARD 4E-FTE intake manifold. I'm not sure how this will affect the powerband as this was not a modification of my choice.

dutch5E_25.jpg

Stock Toyota intake manifold modified to accept a larger throttle body
dutch5E_26.jpg

dutch5E_27.jpg

 

chinesemafia

Member +
i acctually just posted a querry on a different forum trying to find out how to go about doing this my main concern is adapting the tps could you get some more infor on this?
 

hardcoreep

Member +
i acctually just posted a querry on a different forum trying to find out how to go about doing this my main concern is adapting the tps could you get some more infor on this?

Its 60mm or 2.75inches in diameter. It lines up except for one hole, so u just need to re-drill. As for the TPS, that's why we gave it to a Nissan expert here. He knows how to do it and isn't talking.
 

chinesemafia

Member +
Its 60mm or 2.75inches in diameter. It lines up except for one hole, so u just need to re-drill. As for the TPS, that's why we gave it to a Nissan expert here. He knows how to do it and isn't talking.

well i got my new manny going and what ive found is that the tps mounts on to the RB20DET TB with no issues except the mounting holes so i got mine going the sr20det tb was to much hassel for me
 

RGM1800

Member +
hands down to jamaican builders and tuners. very resourceful and knowledgeable on there build. you put a lot of blood sweat and tears in your build to attain 300 whp. im with you man. jamaican builders and tuners are much similar to ours, relies on what resources we have mostly parts from the carlot. not more on aftermarket fancy parts
 

hardcoreep

Member +
Sorry for the delay. The owner has been busy with his life, but the project is still moving slowly. We've already installed the engine. It started, but had an oil leak which we have since repaired. There are some smaller issues to fix like a broken coil-over and a bad wheel bearing. It should be back on its feet soon.
 

sx_turbo

Lifer
interested in this, as i have recently found out that a car imported from japan, was running 1.8bar on a td05 18g on standard internals, except for a metal headgasket, despite the original owner being told it was forged.

the new owner of the vehicle took the sump off and realised the rods werent forged, and then proceeded to take apart the rest of the engine and found it was infact stock, (the headgasket was apparently a really thick gasket to lower the cr)
 

Sparky

Member +
What thickness headgasket?

Hopefully I will be running a 18g in the summer on a stock motor, was gonna play it safe and run about 1.1bar until I build a 5e but maybe I could get away with a bit more boost on a good tune?
 

Sparky

Member +
Yea was thinking about 2mm, dont thicker headgaskets and lower compression mean turbo spool suffers a bit? Or is it the other way round?

I get really confused when it comes to CR
 

sx_turbo

Lifer
Yea was thinking about 2mm, dont thicker headgaskets and lower compression mean turbo spool suffers a bit? Or is it the other way round?

I get really confused when it comes to CR

yeah thats right, how much it suffers though i dont know
 

Sparky

Member +
What thickness is a stock headgasket? Was going to be running about 1.4mm I think. So I dont loose too much resposne and can still run good boost.

I know with high compression builds they dont like boost all that much but whats the deal with low compression, any disadvantages apart from low end response and turbo spool?
 

Matchew

Member +
What thickness is a stock headgasket? Was going to be running about 1.4mm I think. So I dont loose too much resposne and can still run good boost.

I know with high compression builds they dont like boost all that much but whats the deal with low compression, any disadvantages apart from low end response and turbo spool?

Stock hg is 0.5mm i believe
 

Sparky

Member +
You sure Mat? Becuse how would a TRD 0.6mm give higher compression if its thicker than a stock gasket (all be it 1mm thicker?)

Sorry if I am talking rubbish like I said CR really confuses me :p
 

Matchew

Member +
You sure Mat? Becuse how would a TRD 0.6mm give higher compression if its thicker than a stock gasket (all be it 1mm thicker?)

Sorry if I am talking rubbish like I said CR really confuses me :p

Im sure mate maybe someone else can clarify that
 
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