Ricky@Race-Tech

I'll do a group buy onACT if people are interested. If not we keep Competition clutch in stock.

I can overlay a dyno graph of any starlet onto it so you could see the comparison. Ah, do you have an EP3 or EK9? I'll have plenty of graphs of those I could overlay from stock to 485hp. N/a, S/c or Turbo.

Your criticising things what either don't matter or don't understand. If I made the car do 2 bar at 7000rpm's it wouldn't make a single HP more. The head/cam intake are absolutely maxed. Look at where the car makes peak power. You will have the exact same problem in a few weeks i'm sure. Sock's has a ported head also. The AVCR is the best boost controller IMO, the point is I didn't want to make any more boost higher in the RPM's it didn't result in any more power. It was setup on the dyno.

It actually spools really well, it makes more power than a standard starlet (at peak power) at 3800rpm's. Also remember a bigger turbo at a lower level of boost will still flow more air. I.e. This turbo at 0.6-0.7 bar will make more power than a TD04 at 1 bar. Video of spool: [media]http://www.youtube.com/watch?v=pA2wH4XNtmo

The PFC isn't a great ECU by modern standards to be honest. It lacks features and isn't the most flexible. We already found limits on Sock's car using a power FC. The problem with most plug and play standalones is they are connected to a 20 year old loom and sensors. We are currently working on a system what will complete remove the standard wiring loom sensors and obviously ECU. This will obviously cost more than most systems out there, but will allow for a much greater control and you can remove unsightly things like the distributer etc.

This car is in need of a few tweaks to get some more power, but I'm sure it'll be enjoyed for the time being.

The weight of the bottom end wouldn't matter to the RPM's. So long as the bottom end is balanced. The weight of the reciprocal parts would matter, but more/equally as important is the rod to stroke ratio for various reasons. What actually matters more is having the correct cam's for the application. I'll not go into too much detail here.

The intake didn't make it laggy at all, the shocking turbo/kit did along with a poorly spec'd engine. (in terms of head/cam choice). Infact I have the car in at the moment to have one of our GT28 kits fitted, so we'll see the HUGE difference in the midrange. A correctly spec'd intake will not lose any spool. Infact it should improve it along with top end power. We are working on a new intake manifold at the moment, it will be even better than the others. However the cost might scare some people off so we're also keeping the tried and tested intakes. I'm not surprised by the fact a car with less peak power beat it as there wasn't much area under the curve on his graph. With this new kit on there the powerband will be much different/better. I don't have too much time so i'll keep this brief. The 4e 5e argument will go on further. As it does with many cars. I.e. Evo's/Civic's etc where you can get the same head but different capacity. Generally speaking and at lower power levels the rule is as you'd think. Bigger is better. However at higher power levels the smaller engine is generally my preference. I.e. In a drag scenario.