Mark@Abbey M/S

Yes car needs just a slightly rear bar to cure the mild understeer these cars suffer.

Keethos , those springs are miles to hard in my opinion. Roll bars will make no difference

or the added BHP from the SC fitment; If you runt he car to stiff on spring rates your loose traction stiffening the car just in roll will keep the traction but gain stiffness. We fit a rear bar in our Stage 1 suspension kit 16mm , cures the understeer these cars seem to have built in them; Running a big rear bar could cause traction issues thou I do agree.

SOLD. thanks

Due to change of plan we have a brand new KW V3 GT86 Suspensionkit for sale; http://www.kwsuspensions.co.uk/kw/info/coil_overs/kw_variant_3/ We would like £766.09 inc vat which is 50% off of the retail price. any questions ask away.

It is a very good deal. We can fit them and set the car up as well.

Going HKS the KW Variant 3 are to complicated for our Demo road car just 1 damper adjustment will be fine. These are more for a serious trackday car

Nothing on the motor is sand cast , too expensive to make stuff like this. Sand cast is normally for short production runs; Modern items are pressure die cast , the spiders webs you say Nigel is where the casting cools off we have been told. The spiders webs aren't a weak point on the castings. Chemical polishing does work , better to do it to new parts thou as old parts have all ready been loaded and may off already re-work the material.

Further kits available to order 5 days minimum delivery from order date; We can do other make pistons and rods as well. The Carillo's Nigel has gone for have the top of the range conrod bolts fitted as well. Awesome quality , we used both Carrillo and CP in the Abbey Motorsport 350Z Pro Drag car builds way over 1800bhp.

Nigel de burring the casings works well. Conrods and Pistons are on there way!

the Straight 6 will spoil the awesome handling the GT86 has got.

Nigel , sent you an email on Friday also sumps are ready to go. Ring me on Monday

Strange corner Clearways really called Clark Curve thou clearways is the run into Clark Curve, the corner starts at the left/right Surtess into Mcleans after the Cooper straight I feel. Deep into the outside of Mcleans then hard across to the left hand side but dont go for the kerb to apex then let the car run towards the outside of Clark so making the start straight longer. EDIT- just watched oyur video I think your turning in too early at Surtess this then pushes you wide.

Sorry been away working , will get a price over the next few days , still catching up.

We are away in Monza Italy this weekend with Steve Baggsy's Biagioni at the Monza Rally event with the likes Ken Block,Valentino Rossi and Kurt Busch other fellow Monster Athletes competing; Baggsy's been running media and important people out in the Acorn Zenisies S13 supported by Abbey Motorsport/Millers oils/Clark Motorsport/Samanos gearbox's, Owen Development Turbo's. few pictures from the weekend hard life sometimes...

pretty looking cars in Monza Race Paddock this weekend

another picture.....hard life

Nigel, I would go for 10.1 compression ratio; Yes agree slight work on the combustion area will lower the comp ratio a little more; I tend to disagree about the Port size thou , I think there was a lot of money poured into the development of this motor making good power , the torque dip is a pain but we can help that issue with a tune. With regards when FI bigger is better I feel thats why engines like the FA20/VQ35DE/VQ35HR and the VHR37 go so well with some boost pushed up them they flow really well.

Nigel, Stock Piston crown, we see a lot of sharp edges that can start detonation but a car running Direct Injection needs a piston to help swirl that is why the crowns look like they do , just looking for some pictures of the CP piston we are using at the moment. you don't need big boost being a 100bhp per litre NA motor already it breaths very well so doesnt need a lot of boost to make some really good power thats why big inlet ports really work well when FI a NA motor. I would go for a large turbo spec to stop the turbo spooling hard at lower rpm so softening the spool of the turbo this will allow the boost to be controlled with the throttle easily not like small responsive blower where you lift off and the turbo still makes boost. I can understand that being FI helps at the top of the stroke as the piston has some load going over TDC but the killer on the conrod is under compression not extension. another GT86 owners coming from a GTR. I think the GT86/BRZ will be a cult car like the GTR models (32/33/34)

Hows does a charged car cushion the compression cycle? Fi forces air into the cylinder so running over 100% Volumetric efficiency so you can add more fuel and make a bigger bang , bigger bang normally means more Torque=more BHP A turbo car will make boost at a lower rpm as it works on exhaust flow not the RPM at what the SC is being spun at , so at lowish RPM with a big load (high gear) a turbo car will make full boost as the RPM is low the motor is at Peak cylinder pressure for longer so can hurt the motor easier like your friends T5 did. bent conrod from high cylinder pressure. We use CP pistons with good results, plenty of other makes out there

Race fuel will always help detonation is the killer of these motor nears the limit running a race fuel will help this. Running low compression with 98 fuel helps as well as it helps again with detonation issues. Working on the Squish helps detonation control , when you see Detonation the main issue is the increased cylinder pressure which will over load the engine components. Normally remvoiing sharp edges , removing the squish totally will help a lot and not effect the way the car runs at off boost. Cylinder pressure is the main item that will break parts , big boost @ big rpm isn't normally an issue but big boost at low RPM is the killer due to the amount of time the motor is at peak cylinder pressure. You can map around this issue with a turbo car by tapering the boost pressure and working the cams to give the car less dynamic compression around the area you are worried about cylinder pressure where as a SC car never makes full boost unless the car is at maximum RPM. any further questions ask away.

Turbo or SC? Running stock squish area in the cylinder head?

So running a 10.1 compression ratio will make a difference to IAT's. Reason tio run lower compression is to allow a more aggressive ignition map to be used and we don't have to tune the back the power/torque at lower RPM's. We run our cars on our in house dyno 4/5 runs over 20+ seconds so it is like running on the track, we have developed a very good tune that doesn't need the ignition timing pulled as IAT rise and the cars are super safe. With regards SC size , I will have a 355 kit bolted on a car soon this is a bigger charger than the Cosworth looking at CFM figures I have manage to find. This will bgive some good data. Yes the Cosworth charger looks good but until we get a kit bolted on a car and see the figures oursleves I will stay on the fence ( we do have a kit on order with a supplier may not arrive till next year thou I have been told)

SpecialK Shell V power fuel. 7 lb/ft dip is that worth worrying about or smoother like a normal dyno; Thanks

Been playing again on the dyno yesterday playing with the calibration , Injector end angle and Pi versus DI ratio. now up to 300 bhp flywheel still think there is more to come with more fine tuning , think we will sort per cylinder AFR measurement out and configure our PLEX knock monitor to give per cylinder knock readings so we can tweak per cylinder fuelling/ignition out.