lowvr

fit the atp manifold and invest some time into a floor mount/dash hanger mount motorsport pedal box which will free up a lot more room in the engine bay and prevent fouling issues ...

Sounds interesting Have a look at some of Bill Schimmels work of schimmel performance turbo..you may find it also interesting His builds are pretty "full on" ...proper stand alone management with fueling to compliment 9k rev range.

at what psi?

i ordered my full bearing kit some time ago from sp performance in states. from what i remember you are correct about upper and lower washer being every so slightly different.

I sold my set of four 630cc and will order a full flow matched set of 6 Siemens dekas When I ordered my low comp forged je pistons I should have ideally had the top coating added then. Any uk recommendations to coat the pistons? I know of a few that do the job but no first hand experience.

Advice taken on board. I got a blistering deal on some 36mm and 41mm valves so BVH is happening. Will probably order the rest directly from stateside now If at a later stage I add nitrous to the build plans above is there anything that is worthwhile doing to the internals at this stage to help prepare. I'm trying to preplan to avoid pulling it apart for no reason as I want to add nitrous as soon as I can get it running at its optimum. Also I was originally going to use Siemens deka 630cc I injectors as I already happen to have 4 but researching current advances in before technology genesis II

i just noticed my typo above, the paragraph was mean to say if going down this route for larger valves how essential is titanium retainer and new valve springs? but you already answered this ...thanx for the information matty. I guess i did know the answer but was just trying to see if the money spend on the retainers ans spring was better spent somewhere else...but i cant see that being the case. with the combo above ...larger valves + hd springs + titanium retainers so you have any theories on what i can safely raise my rev limit to

quick update order the turbo still waiting on it to turn up ...it should have by now but im sure it will ( i hope) also been thinking about oversize valves on the head with new spring and retainers i don't want to spend unnecessarily but these are my concerns: the power output i hope to achieve with this gt35r 1.06 on 630cc tune is going to subject my head to a much higher range of temperatures... i can see in theory the advantage of new valves made from something more suited to withstand this heat if building with new valves and with the size of this turbo it only makes sense to oversize as

did you map it yourself matty or did you have someone map it for you?

I'm convinced First thing Tuesday morning I will order that 1.06 gt35r What size oil restricter do I need with it? Matty which emerald ecu did you use on your car what problems did you encounter?

i appreciate the above ...both maiden and matty do you not think the 1.06 will be a bit laggy? ...or is this really not an issue? ....i appreciate the vr6 being nearly 3l (mine will be a true 2.8 as i wanted to keep the integrity of the block) but it doesn't have the best head flow and with the lowered compression ratio to (8:5:1) will its not be a slug pre-boost. from the info above what we can guestimate for the vr6 gt35r : 0.63 - onset of boost? ...full boost (psi?) 3200rpm ...will max out around 5500rpm 0.82 onset of boost 2800 ...full boost (?psi) 3500rpm 1.06 onset of boost? .....full bo

power goals i would like to keep under 550lb torque and dont have any plans to go above that. my rationale is the 02m gearbox becomes temperamental after that If i need more power in the future i will add nitrous to the build. im going stand alone because ive had this car since 1997 and have no plans on selling it...it will always be a "build" i plan on future tuning and adding more options such as antilag i will also be using variable in gear boost control hence i dont see the point on flashing the stock ecu to only add an apexi or something along those lines. Also have no limit to where i wi

i looked into this too: I ruled the dta off my list as i found it too expensive: Imo as a minimum, to tune a vr6 with f/i well, the ecu must be capable sequential fuel injection across 6 cylinders as you will want to tune the cylinders nearest the exhaust manifolds to run richer ...amongst other tuning trickery to keep the engine safe at the higher levels of boost and consequently imcreased temperatures. i beleive with dta that means s80 as a minimum which is quite expensive! + the loom+ tune omex need to be minimum 710 which look to be an amazing unit with many other features. Lots of tuners

looking at upgrading to a gt35r. engine/gearbox spec: forged je pistons (8:5:1) schimmel h beam con rods arp hardware throughout charge cooler set up 02m 6spd conversion I want the power to come in early as possible and and progressively as possible (hence i will be using stand alone management with variable in gear boos control) I want to turn up the boost to the limits of the engine and effeciancy of the turbo .... I think 22+ psi will be a good initial target but i wanted the opinion of anyone who has run a genuine garrett gt35r.... is a .63 a/r going to be too small/restrictive as i hate w