is that I am more interested in the off the mark performance than top speed and was wondering with the different ratios will it make much difference! By the way does anyone know the cost of a 2nd hand NA diff? :unsure::unsure::unsure: regards John
So its not a case of just bolting in the raw diff but I have to swap the whole rear end too! Now these gear sets you mentioned ...do you know where they can be bought or are they just an OEM part for an NA? :unsure: regards John
Scroll down a page or two......>> There was a big discussion on this last week. Also have a play with the search function both here and on twinturbo as there is heaps of info regarding the NA diff swap by members who have done it.
Anyone know the price of doing the NA conversion? i.e. diff and subframe? Im interested in the comparitive costs. Luig, you can get custom 4.10 diff gears for the TT diff (so much stronger than the NA), for $690US plus $110 postage from specialty Z in the US. Depending on who does your install, expect to pay about $500 for it to be installed.
Will be able to tell you on Friday I hope Check out my last post on the topic. I gave Egg some links to a review by Greg Dupree. He absolutely loved the change, although he had larger turbos. If you can get traction then it will make your car quicker, spool faster and be more responsive. Im really looking forward to finding out for myself.
Thanks Nathan....I checked that out...sounds good. At the moment instead of larger intercoolers I am making 2 hi flow cooling fans to draw air through them at low speeds which wont impact much on the ram airflow at hi speed! With a water spray it may be a cheap alternative to larger intercoolers. regards John Then I will look at diff ratios!
might be more effective to make intercooler ducts than using a thermo fan to draw air through the intercoolers. You'd want to make the ducts such that as air entered the ducts it moves into an expansion zone to reduce the air speed so it can pass through the intercooler and absorb as much heat as possible and then on the exit duct you want an expansion tank coming down to a similar sized exit hole as the entry one. All the entry point edges should have as large as possible radius corners on them to increase laminar flow. I think this is similar to what Indy karts/F1 do for various coolers.
That principle is based on aeronautical science and is mostly applicable to bypass engines on modern aircraft. Indy cars no doubt would use the technology but for the effort and money that would be put into it there would not be much signifigant gain although enthusiasts would claim otherwise. I am also using an aircraft technique that is used on the aircon packs when the aircraft is on the ground. Hi speed fans (driven by bleed air off the auxillary power unit) draw air though heat exchangers where more hot bleed ar is passing before it enters an "air cycle machine" before it enters the cabin. On the later a/c you can use the onboard computers to see the amount of drop and it is signifigant to say the least. All I am after is a performance increase for the first 200 metres without spending exorbinate amounts of money. :LOL::LOL:. Zisluv is looking at higher diff ratios which I think is also a good way to go but thats a little way off yet regards John
there's a H233 nissan diff with a 233mm ring gear which is only 3mm bigger than ours which was run in some of the 4x4s they made. I was looking for one of these diffs to see if they would fit in our housing plus they come in a greater range of ratios such as 4.11, 4.369, 4.396 etc etc.
Thanks Chewy ....I'm a bit lazy and wouldnt have the patience to work all that out!:LOL: regards John
