Tim Radley

What are you aiming to achieve with the car? See thing is, if you are twin charging (so circa 600bhp) then a 1st gear with 140mph top is going to have zero traction. If you are running fancy traction control and proper per gear boost control you could maybe live with it in 2nd to some extent. Otherwise you will blow out the first 3 gears in wheelspin. To give you an example, one of the GT-R's i do is 900bhp with 345 michelin cup 2 rear tyres, 4wd, traction control and in 3rd gear i'm pinching the centre of the seat as it's a complete liablity and lighting up all 4 tyres. That does 205mph in 6th. Looking at it the other way, some of my customers only use 3-4 gears at many circuits. 2nd-4th or 2nd-5th. It really comes down to what you want to achieve. 600bhp only using up to 4th or 5th at 140mph in that car is still going to be super fast on acceleration. I've looked at the gearing for mine and would aim for 175mph in 6th on stock diff but use drop gears to change it if required. So give yourself some leaway either side of that on the drops. Try the mfactory gear ratio calculator. Its really useful and gives a graphical overlay of options taking into account tyre size as well as final drive. http://www.teammfactory.com/gear-calculator

140mph in 6th? Or just using 5? If you try and use 6 gears up to 140mph then you may loose more time changing gear than you make up in tractive force. Are you going to run paddle shift? If so then its not as bad but changing gear too often can slow you down

So its passed ok then? Sounds like a celebratory beer is in order

I agree. What is the leadtime right now on box and driveshaft conversion?

I second that and raise you a 'supercharge the road one' + 'turbo the race one'

The Samsonas has a 5-dog design but the Quaife 4-dog. I can't see dog width in the photos on their site but perhaps the Samsonas has less backlash as a result which is a good thing.

One thing i've just spotted on a spec sheet is that the 1400Nm rating is for the 8 support bearings which makes it a 5-speed but the 6 support bearings with 6-speed is 1000Nm. Is that true on this current spec Adrian or is this document of mine for an older layout? Not that anyone is going to run 1000Nm in a 86 lol just curious

I'm looking to run paddle shift only so the price with my discount is slightly stacked towards the Quaife. Touch choice if i'm honest! I've got customers using both and the reliability and backup service for both products is great. The Samsonas will be 100% up to the V8 that is sat here waiting to go in when the 4-pot throws a leg out of bed

That would one of the plus points to the Quaife then, that includes a new bellhousing in it's price.

Mine wasn't great so I had it checked and pressure was low. Regas was £46 now works great.

That actually doesn't seem that loud to me.

You can make your own kit just order the appropriate nose from Harrop. Or wait until they do one.

Very nice, this is great news. Yes they are billet cases. I'm currently sat on the fence between those two boxes also.

You twin charging yours now? I'd consider changing for a much bigger turbo though, that 71 housing will create a lot of back pressure. Maybe consider a 3586HTA instead with something like a Harrop 1320

You have to run two intercoolers or temps get really out of hand which is a problem for supercharger lifespan. I've a customer running a Harrop with a very large GTX which is also the same setup Norris Designs have just come up with for the EVO. It's very pricey though and you have to get the boost control and plumbing right or the supercharger will eat itself.

Normally you would want a big turbo with twin charge or you run the risk of overspeeding a small turbo if the supercharger can keep running like your description.

Yes the M1 software works kind of like the logging software from Motec as well as the ecu manager of old at the same time. You can setup a live display with any parameters on it and it displays live scrolling feed. You can pause that feed, zoom in/out, pan around, basically same stuff as i2 logging analysis (which is the screen shot i showed). What that means is I can sit in a car with a customer live mapping and quickly look at very fine details of exactly what just happened and make adjustments. I can change throttle translation for example in seconds live and the customer can test the change. Makes tuning very fast. That 13Hz is that the best overall rate you see? If so is that dependant on channels being viewed live - ie. does viewing more channels slow each ones rate down?

Retail is £2,705+vat for ecu with GT86 package and wiring subharness to Motec ecu. You can add other features and hardware on top depending on what you want from it.

I agree for the cost it's fantastic. I was just curious what it could do as I keep hearing conflicting information. I spoke to Merv some time ago about being a master tuner as even on the GT-R it's not easy to sell Motec. If you need a price let me know

Many thanks for this detailed response, it answers the questions I had.

Does it log knock events per cylinder though or just the fact there is a knock event? See graph below where i can take this log data and then retard cylinders that repeatedly have issue at certain load site. For example, this log shows a load of timing being pulled out of cylinder 4 for almost a 2 second period because it thinks there is knock. With a big boosted engine pulling 8 degrees from one cylinder could be robbing you 40bhp easily. I think this is why some big dyno figure cars often aren't so fast on the road. With the cylinder mapping, can it do map per cylinder or is it single value offset per cylinder? Again as per graph below, with a problem like this where i find actual knock say from 6100-6400 rpm, if this was happening over and over again, i can reduce timing in that area only on just the cylinder that sees knock. My testing on the GT86 has shown me that the stock inlet manifold has some big flow issues between all the cylinders and i've had to tune the ignition and fuel tables accordingly. Again i run a lambda sensor in each header pipe to do this. It does make a difference. I run Motec because i'm a Motec dealer and have a GT86 of my own so it was the logical thing to fit. The ecu on my car will log 2000 channels up to 1000 times per second and has 256Mb logging. I find that very useful for what i do for a living - mapping race engines. It has GPS, can map live, proper traction control, advanced launch control, flat shift, paddle shift, anything you want really as you can write your own code to do pretty much anything within reason. Due to the resolution of the data you can achieve better results than lesser systems providing you put the time in - which is often the sticking point as the time involved can become huge which then costs money. I can't really say what it can do that Ecutek can't as i've never used Ecutek hence the questions. As i said i wish they gave out more details. The M1 ecu's can do port and direct injection yes. I agree it's too pricey though for many people who won't need to squeeze that last few percent out of everything. Someone would have to need it to buy it unless they just had money burning a hole in their pocket and wanted it. But for motorsport it will have its advantages over a reflash option providing its features are used to their best.

Twincharge doesn't really work like that. You don't run two seperate unconnected entities, they both run at the same time. If you feed the supercharger from the turbo then the supercharger pulls the turbo up to speed faster effectively reducing it's lag.

How many frequencies can it log and at what rate? I've never used it so no idea and their website gives little to no information. Also will it log each cylinder?

Put a Motec ecu on it then you can log realtime knock If the map is done correctly as stated above then it will pull the timing if it senses knock. Where this goes wrong is when a tuner doesn't know how to set the knock control up properly. So regardless of fuel quality or any other issue, knock is knock so if detected it should pull timing back and keep you safe.

That's good to hear then. I'd like to have a go at TA when i get my car built. What size Direzza's are you running? I'm about to put 235 front and 265 rear on mine. What power does it make with that exhaust?