Search results

Well the standard engine is 72.0mm bore, with an 82.8mm stroke. Simple areas of cylinders works that out to be 1348cc's. Sub in the new bore, approx 72.145, (plus a little for piston to wall clearance), works out to be 1354 if I correct myself lol. I have several engines to play with but the...

Yup, your spelling is correct lol. Matt is very good for parts, I'm due to place another order with him this week for the next stage of build. We're speccing up a CGA3, forged pistons, slightly higher on the compression as around 12:1, 773 cams and a custom head. The heads are still being...

Look like CGA3 pistons. What compression ratio have you had the engine built to?

There are plenty in the UK, although the majority of them are from the rallying world. With regard to modifications none of them replace the rods, just high compression pistons, head work and cams. Most of them make maximum power below 8000rpm also, as they are more about useable torque than...

I am running 254deg cams in my CG13 which are very close to the Tomei profile. We advanced the timing to the point of losing power and didn't reach detonation. There isn't enough compression on the standard engine to maximise the power potential of the cams. If you haven't already, you'll need...

Try it in 3rd gear or 4th gear on gas with no loss of traction and see if it fails to limit the rpm.

The rev limiter is still working but if you hit high rpms very quickly it takes a while for it to kick in. This happens on the drag strip quite a lot, if you launch too agressively in 1st you can exceed the rev limiter initially gas or no gas.

I just plugged the super s gauges into my 1.0, there was no need to connect a wire from the distributor. There are subtle differences in wiring looms between models it seems. I would wire from the ecu rather than the engine bay, as there's less chance of interference.

There's also a ultralight JUN flywheel, which most people miss these days, part number is 2010M-N027, takes the weight down from 4.3kgs to 3.6kgs. Depends on your requirements but it's always good to have the option as the U/L flyweels were made for a lot of cars but not the March, now they do them.

Yikes, have you got a graph showing AFR v's RPM? I would be using injectors of around 300cc/min+ to run that setup safely with a max duty of around 80% at full rpm. 140bhp from a naturally aspirated CGA3 on GA16 injectors is the most you can get, and even they have to be backed off to get a bit...

FYI a new Super S front bumper is £80 new from a Nissan dealer in the UK. What's the price in Aus?

Injector size problems can easily be sorted. Use a later inlet manifold and fuel rail from a post 2000 CG10 of CGA3 engine. They ran Bosch Motronic ECU's with distributorless ignition and ran a top feed fuel rail, which can happily accept larger top feed injectors to suit fuelling needs.

I assume you are running on standard compression? You maybe able to get away with GA16 injectors on a 1.0 turbo, but you will have to keep an eye on the duty cycles to be sure when mapping. I would stick with 80% max duty on a turbo app, 90% is cutting it too fine in my opinion and will...

LMAO! 'I was only going 45mph'.....45mph was obviously too fast and as his wipers were on full pelt and it was raining he should have known better. Let's hope he leans this time, or will it be 3rd time lucky?! haha

Well I'm from the UK and I don't have any idle problems when it's cold. The car does need some initial setup but once set it starts and idles perfectly and doesn't require any additional throttle to get it running. The only thing you will notice is some fuel dropout on the bottom of the plenum...

. That coolant bypass idea has been around since the good old Nissan British Touring Car Championship days when they ran 2.0L 300bhp NA Primeras.....the idea was stolen from them, as it's what they used to extract more torque from the engines, particularly off the line. There were other...

26/58/58/17, interesting choice of cam. Seems as though Pete wanted to keep the torque high without moving the powerband too high up. The exhaust cam is essentially the same as the NME profile....just 10deg more advance/duration on the inlet cam. I wonder if these were designed with the...

Ah, that's interesting.....now I've learned something, I was wondering what the specs were on the 773 grinds. Peter Vaughan, who did those cams isn't much of a talker and doesn't like revealing his cam profiles. He is however very good at what he does on the CG13/CGA3 engines. I don't suppose...

Interesting, to what degree has the head been ported? From experience there's head jobs and head jobs, depending on what specification of engine you are building dictates what the head will need to flow. 11:1 compression, 300deg cams is a very agressive, and if I may say so, impressive...

Are you still running on the standard head? Maximum torque is where I would expect it to be for that setup, although I would expect to see maximum power closer to 8000rpm.....gas flow appears to be a problem at higher rpm, have you run the car without the fabricated airbox as a comparison?