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Originally posted by just_ace

if tot ever replies here another thing i'd be interested is how easy and happy the E15x box is at changing at high rpm, many seem to think it doesn't like quick shift's at high rpm.

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Apart from wear & tear, mine shifts fine @ 8500rpm. Correct tranny oil is key along with a good condition gbox. Mine clearly didn't like Redline. It eventually began crunching & forced a rebuild.

Anyone that's been in my car with me can confirm I have no troubles quick shifting. No different to me as shifting @ 7000.

I had no issues shifting at 9k RPM.

I dunno when this car will be going. I just found out that that it is very very very likely that the shop that has my cylinder head for machinework went under water. My head, bronze guides, custom valves and valve keepers were down there. I dunno if they got washed away or whatever, havent been able to contact the owner of the shop as of yet. I am not holding my breathe though. Depending on what the deal is, the car may never get completed.

The borg warner is a divided T4. I will be custom making an intake manifold and a complete new exhaust for it. I will be using v-band throughout the exhaust (I am a big vband fan). I have 2 tial MVS wastegates for the manifold.

I don't expect the graph to appear much different to the old GT35R graph honestly. I do think it'll feel lazier to drive at lower revs however. I had a good useable powerband from 4500-9000 with the GT35R. I expect I'll have from 5k-9k with this turbo (useable power).

To me, this is heaps. IMHO, I thought the GT35R spooled quickly :) I had been running one for years on a 2L motor though so was well and truely used to it.

Sorry to hear about that James. Hope it all works out for you.

that sucks man, hope it works out for you, maybe he put all the customer stuff in his ute and hightailed it before it went under

Got some bits in the post lately.

Shine auto parts finally arrived (skirts & lip). Also received a whole heap of braided line and fittings. And today I collected my connecting rods from the post office.




Yes, notice something strange there. There are 6 rods. Yes, I have a 6 cyl 3SGTE.

Well, actually, no I don't. I suspect that they ordered me six for some reason thinking this was a 2JZ sale (Not the first time it happened ;) I almost ended up with 6 injectors). Makes the price for the rods seem even better. I thought it was reasonable even for 4 custom rods with forced pin oiling option & CARR bolts.

Alternatively, this may be a side effect of them having QA issues with the first batch and having to remake the rods. Perhaps two of them are remnants of the first batch.

Either way, in the unlikely instance that I damage a rod I've got spares :P (although if a rod is damaged I think that'll be the last thing I am concerned about).

Still dunno 100% what the go with my head is at this stage. Find out in the next couple of weeks I guess.

Anyway, my house is starting to look like a performance parts store, would be much nicer to have some of these parts actually attached to the car, alas, time and motivation are at an all time low thanks to an increased workload at work due to the floods up here and a few projects I've got going on around my house (and I'm the sort of bloke that refuses to pay anyone to do anything if at all possible.

You should cut a block n crank in half n make a 1.5sgte.

how much were the carrillo's compared to pauter's of the same spec? any reason you went for them?

you had pauters last time yeh? so offset grinding the crank for 2.3L?

i find it amusing that you've got custom rods for extra displacement and i've got them for standard stroke but customized 5s pistons

did your brass guides go missing? i still need to order mine.

so how much higher is the pin location compared to 3s and 5s pistons. the 5s were 2.5mm higher than 3s so you've gone an extra how much higher?