Sounds like your exhaust housing is too large, maybe try a .42 T3 what size is it now? .64

 

If you think the Japanese use those terms your totally mistaken. There is only one person who uses those terms on a regular basis.

I won't comment on the second part of your post


Sounds to me like BNR has some major problems. I've seen a couple pics of turbo's were the exhuast wheel has been clipped by them, and there was not much of the wheel left behind. If you clip to much you'd probably end up with the problems most are describing here.

 

:shrug:
I have seen the terms used frequently by the japanese guys in reference to both FC's and other japanese cars, but I guess it is not as mistaken as I had thought?

I agree with your diagnosis. I have initially said, and restate, that the clip is too large for the compressor.

 

If you think the Japanese use those terms your totally mistaken. There is only one person who uses those terms on a regular basis.

Whoa now! I read hyper-rev, RX-7 magazine and the occasional Options and I can say for a fact that most advertisements for 2nd gen RX-7 parts for sale indicate if it fits Zenki, Kouki or both models.

In RX-7 magazine vendor section there are little charts at the bottom of each add that list FD FC SA ALL. When the add fits one of these chassis the chassis code is highlighted in color and additional information is listed to the right of this chart. For the FC the additional info is Zenki or Kouki or all for the FD the info is I II III IV V VI or all.

The only other way I am aware the Japanese designate between early and late model FCs is the before M/C and after M/C designation, where M/C stands for Minor Change. But usually vendors that specialize in RX-7 parts know to use Zenki and Kouki.
_____________________________________________


Now, as for the post Rpeck listed-

Microtech
2.5in exh
intake
1100cc secondary injectors
nippondenso fuel pump
stage 3 bnr t04
greddy 2row fmic
ported upper/lower intake mani's
streetported motor


I would say the 2.5" exhaust is a problem all to itself...

 

See the M/C was the term I was familiar with. Next time I get a chance I'll flip through the giant stack of mag's from Japan that I have access to.

 

When I was in Japan about 1.5 months ago, if you tried using the Zenki/kouki labelling, the guys at the shops would give you this fucked look, and ask why you are talking about Nissans in a Rotary shop.... Those terms are accepted nomenclature for the syliva series of cars, even in general autoshops, like autobacs,jms etc etc..
When they are talking FC's, they refer to the car as FC3s and the FC3s m/c, even guys that spoke no english would say in english "minor change"...All the parts that I bought are labelled as such as well, with the labelling being fc3s or fc3s m/c ...I prefer the s4 or s5 labelling, so simple and so clear... Max

 

Back on topic.
Rpeck any luck boosting now?

Mine boosts solid to around 5 psi by 3000rpms.
The wastegate opens around there and Brian's huge wg port won't let boost creep past 5psi without boost a controller. (i know thats a good thing)

So I guess there's at least one BNR turbo that boosts ok.

 

All the stage 4's seem to work ok. The stage 3's is what is looking to have problems.

 

Welp folks, I'm still not happy. My turbo is going in for surgery. We just had a turbo shop move from down south to our area ... infact they are in Stockton! I talked to the guy on the phone for about 20 minutes about my problems this morning .. He thinks it's the exhaust clip on the turbine, he said "Your builder missed the clipping class in turbo school" He want's me to pull it ASAP and bring it in... then he will quote me on a full inspection and replacing the exhaust wheel. I am going to start pulling it this week .. hopefully have it in to him by the end of the week .. and back in the car by next week. I will keep you all posted. But one thing I can say is this guy really! ... knows his ****. I am willing to bet I will see drastic improvement in my boost responce after surgery.


BLUE, I might need your pimp external setup after all!

-Robert

 

I suspected this to be the problem all along. I wouldnt be suprised if the majority of the people having boost issues with a BNR turbo will find this to be the problem. I had a chat with my local turbo shop this morning and among other things that topic came up. His comments were clipping the wheel is a VERY precise job, and that even clipping a hair to much can cause major problems.

 

did you get your turbo back from the shop?

 

I sure did. Alot more on this in the single turbo section. But i could not be happier now ... It freakin screams!

if you have any specific questions just ask, or search my name in the single section.


-Robert

 

Hey Rpeck I am having the same problems, where did you send your BNR to get done up right?

 

Same here.... full boost at 5-5.5k

 

Ya I am working with it and it seems to be in my tuning, I am now up to 11 PSI. I will see if I cant fine tune it in to 15 psi tommorow. Later
Jeremy

 

Hey Rpeck.

I never heard one word from you so I couldn't help you out with your boost issue. It just turned out to be bad linkage going to your wastegate. Now since you changed your turbine wheel back to stock, you will not see more than 300RWHP at any boost level.

I know you have your turbo builders that know their stuff, but I have built a turbo for Youngs Performance that made over 2100 BHP on a single turbo. Actually back 3-4years ago held the record for most power out of 1 turbo on a gasoline engine. And you know what? It had a 15 degree clip and from vacume to full boost it took less than a second on a 351 ci small block.

Bryan
BNRsupercars@aol.com

 

Well folks I did it she is tuned in...well at least in tuned in well enough to get the turbo to spool correctly. She runs pretty strong at 15 psi. I hit and hold 15 psi I now from 4k rpms up to past redline I am at 15psi. She feels real good there. I just want to let evryone know that there is a lot of tuning to do when swapping to a turbo like this. I did not realize how different the tuning needs to be as far as timing and fuel curve. I knew I needed to add more fuel but its funny in how the curve needs to be adjusted. I still need to tweak the fuel a bit more and maybe advance the timing another degree or so as I retarded it 4 degrees. Othewise she pulls real strong. I just wanted to let everyone know my almost final results. I did not wanna leave anyone hangin on how my turbo upgrade turned out. It turned out great and Bryan was great help even when I was prolly more than unpleasent to deal with. Thanks Bryan I apprecaite your patience and thanks to the rest who were workin to help out.
Jeremy

 

Add two more BNR turbo customers...

H-trim compressor upgrade - it hits full boost easily by 4kRPM.  I think it does it even earlier, but we were fighting exhaust system problems and possibly a damaged wastegate spring at the same time.  With the A'PEXi AVC-R cranked all the way up, it did 12psi at around 3,500RPM.  The car is just too fast to watch the boost that closely.

60-1 compressor upgrade - about the same as the above car, but this did 13psi easily through boost control via the Haltech E6K.

Both cars run Haltech E6K's and are fast enough to bury the tach in *5th gear* with very little fuss.  While tuning, we hit speeds of 240kph and 250kph with very little resistance.

240kph = 145mph
250kph = 150mph

They would've easily went faster, but cars on the highway just made it unsafe.


-Ted

 

oops nevermind

 

thank god i got the stage 4