bonzelite

there is not a fixed conversion factor between BHP and HHP, as these forces are used in calculations related to hydraulic pumps or turbines. BHP stands for "brake horsepower" (the "maximum performance," which is the indicated horsepower minus the power lost through heat, friction, and compression); while HHP stands for "hydraulic horsepower."

in the case of a pump, BHP indicates the power transferred from the motor to the pump, while HHP refers to the hydraulic power actually transferred to the fluid. thus, they are related according to the expression:

BHP = HHP x eff

where "eff" refers to the pump overall efficiency.

in the case of a turbine, the relation would be written:

HHP = BHP / eff

therefore, the conversion factor between BHP and HHP is the machine efficiency, so it will vary, depending upon the type of machine and its operating conditions.**

bonzelite

a "class A" surface is what the customer sees as the first impact of the car's exterior design, as opposed to a hood underside (appearance is not much of a concern). class A surfaces comprise exterior panels: door panels, fascias, hoods, spoilers.

in automotive CAD design, class A surfaces conform to a set of tolerances for continuity to surrounding surfaces, and smoothness within the surface. the values of those tolerances differ between different manufacturers.

the elevation, slope, and radius of curvature must all be continous functions (no steep changes) over the entire surface, when evaluated in orthoganal direction.

for example, although a bumper fascia would be a "class A" surface, it could have A, B and C surfaces called out on it for surface definition once in manufacture. these would be used to describe surface quality for paint, texture, reflectivity, etc.

whereas on an "A surface," no paint imperfections may be permitted, on a "C surface" you may be allowed 1 error, up to 10mm long. a "B surface" may be the fog lamp orifice or air duct; B or C surfaces would normally be out of the normal line-of-sight (which may vary depending on the standards set by engineering, the manufacturer, and the supplier).

bonzelite

R32 1989-1993 (8th gen) (GT-R 1989-1994)( --*note the overlaps with all gens):

R32 GXi (sedan, 1.8l, rwd, 4AT/5MT)
R32 GTE (sedan, 2.0l, rwd, 4AT/5MT)
R32 GTS (sedan/coupe, 2.0l, rwd, 4AT/5MT)
R32 GTS S (sedan/coupe, 2.0l, rwd, 4AT/5MT)
R32 GTS-t (sedan/coupe, 2.0l turbo, rwd, 4AT/5MT)
R32 GTS-t M (sedan/coupe, 2.0l turbo, rwd, 4AT/5MT)
R32 GTS-4 (sedan/coupe, 2.0l turbo, 4WD, 4AT/5MT)
R32 GT-R (sedan/coupe, 2.6l twin turbo, 4WD, 4AT/5MT)
R32 GT-R V-spec (coupe, 2.6l twin turbo, 4WD, 5MT)
R32 GT-R V-spec II (coupe, 2.6l twin turbo, 4WD, 5MT)
------------------------------------------------------------------------------------

R33 1993-1998 (9th gen)(GT-R 1995-1999):

R33 GTS (sedan, 2.0l, rwd, 4AT/5MT)
R33 GTS S (sedan/coupe, 2.0l, rwd, 4AT/5MT)
R33 GTS G (sedan, 2.0l, rwd, 4AT/5MT)
R33 GTS X (sedan, 2.0l, rwd, 4AT/5MT)
R33 GTS25 (sedan/coupe, 2.5l, rwd, 4AT/5MT)
R33 GTS25 S (coupe, 2.5l, rwd, 4AT/5MT)
R33 GTS25 G (sedan, 2.5l, rwd, 4AT/5MT)
R33 GTS25 X (sedan, 2.5l, rwd, 4AT/5MT)
R33 GTS25t M (sedan/coupe, 2.5l turbo, rwd, 4AT/5MT)
R33 LSTS25t M (coupe, 2.5l turbo, rwd, 5MT)
R33 GTS-4 (coupe, 2.5l, 4WD, 4AT/5MT
R33 GT-R (coupe, 2.6l twin turbo, 4WD, 5MT)
R33 GT-R V-spec (coupe, 2.6l twin turbo, 4WD, 5MT)
---------------------------------------------------------------------------------

R34 1998-2001 (10th gen)(GT-R 1999-2002):

R34 GT (sedan/coupe, 2.0l, rwd, 4AT/5MT)
R34 25GT (sedan/coupe, 2.5l, rwd, 4AT/5MT)
R34 25GT Four (sedan/coupe, 2.5l, 4WD, 4AT/5MT)
R34 25GT Turbo (sedan/coupe, 2.5l turbo, rwd, 4AT/5MT)
R34 25GT-X (sedan/coupe, 2.5l, rwd, 4AT/5MT)
R34 25GT-X Four (sedan/coupe, 2.5l, 4WD, 4AT/5MT)
R34 25GT-X Turbo (sedan/coupe, 2.5l turbo, rwd, 4AT/5MT)
R34 25GT-V (coupe, 2.5l turbo, rwd, 4AT/5MT)
R34 GT-R (coupe, 2.6l twin turbo, 4WD, 6MT)
R34 GT-R V-spec (coupe, 2.6l twin turbo, 4WD, 6MT)
R34 GT-R V-spec II (coupe, 2.6l twin turbo, 4WD, 6MT)
R34 GT-R V-spec II N1 (coupe, 2.6l twin turbo, 4WD, 6MT)
R34 GT-R M-spec (coupe, 2.6l twin turbo, 4WD, 6MT)
----------------------------------------------------------------------------------

V35 2001- present (11th gen)

V35 250GTE
V35 250GT
V35 250GT Four
V35 250GT M
V35 250GT P
V35 250GT P Four
V35 250GT S
V35 250GT S Four
V35 300GT
V35 300GT P
V35 300GT S
V35 350GT-8

bonzelite

the RB26DETT is actually 2568cc.

bonzelite

a venturi, in automotive aerodynamics terms, is a tunnel located on the underside of a car. this tunnel has a wide opening at the front of the car (inlet), it then narrows to accelerate the air, then it widens out again to the rear diffuser(s). venturi designs are often in pairs, one for each side of the car.

in physics, the act of narrowing the tunnel, pinching it in the middle, to increase air velocity creates an "exchange" of sorts due to a phenomenon known as the "bernoulli effect." as the air speeds up, the pressure drops --a necessary ingredient in creating downforce.

the bernoulli effect demonstrates the conservation-of-energy principle for flowing fluids; is the lowering of fluid pressure in regions where the flow velocity is increased.

this lowering of pressure in a constriction of a flow path may seem counterintuitive, but demonstrates conservation of energy: in the high velocity flow through the constriction, kinetic energy must increase at the expense of pressure energy. nature is seeking to balance itself out:

for fluids, P = e/v

where P is pressure, e is energy, v is volume.

this principle is assumed in aerodynamics as applied to downforce.

bonzelite

as i am an idiot (sometimes), i thought i'd impart the elusive concept of drag coefficients, so that, perhaps, it may be demystified:

drag coefficients (Cd) in aerodynamics are drag forces created relative to a "reference area," usually the frontal area, another projection area, or the "wetted area," (as in liquid environments).

sometimes this "reference area" is not given, so the drag coefficient can be a misleading figure. therefore, the Cd is an approximation at best, as atmospheric, ie, fluid, dynamics change constantly in nature, as well as the area being "dragged." so consider the drag coefficient to be a sort of ballpark figure.

drag coefficient, being size and density dependent, is proportional to: gravitational force / inertial force --and is used in momentum transfer in general. and free-settling velocities and resistance-to-flow calculations in particular. it is normally defined in the following form:

Cd = g (rho - rho_f)L / rhoV^2

where:
g = gravitational acceleration

L = characteristic dimension of object

rho (as in the greek letter) = density of object

rho_f (reads: "rho sub f") = density of surrounding fluid

V = velocity

basically, the smallest possible area of density that can be projected into a headwind or "head-flow," at a velocity, will have the smallest possible drag, resistance, upon it.

for sake of argument, if you will, let us dare to call a "squared flat plate" the basis for measuring relative drag at: "1.00" (eventhough it is closer to 1.17, "1.00" is an easy way to illustrate the point). so our refernce point, or "standard," is "1.00."

so if you take a square plate, hold it up out the window of a car as it goes down the road, the resistance you will feel upon this plate will be what a 1.00 Cd feels like.

a human being, too, has a drag coefficient of 1.00.

the R32 GT-R has a 0.40 Cd.
the R33 GT-R has a 0.35 Cd.

a Ford Escort has a 0.36 Cd.

an F-16 fighter plane at 2.5 Mach has a 0.016 Cd.

bonzelite

so my gearhead homies looked down at the intercooler and were aghast that i had painted it --black.

they were like "what did you do?! why did you do that?! what have you done?!"

and i was like "doesn't it look cool? it's stealth looking. cops can't see it, and i think it's neat."

and they were all like "man, you need to remove that paint. seriously. dooood."

so were they right?

well, let us simplify a bit, for sake of avoiding esoteric mathematics, the principle of the the "perfect black-body," and its emissivity:

in physics, a perfect black-body is an object that absorbs all light that falls onto it: no light passes through it and none is reflected. however, despite the name, black bodies do produce *thermal radiation* such as light.

the term "black body" was created by Gustav Kirchhoff in 1862 --the light emitted by a black body is called "black-body radiation." recall, too, that light is not always visible, as it falls between the low infra-red, up to ultraviolet.

the emitted light and/or radiation from a perfect black-body is "perfect" at "1.0" (100%).

yet most surfaces and structures are not "perfect black-body" emitters, and emit only some fraction of the amount of thermal radiation that a perfect black-body would. this fraction is known as "emissivity."

for example, if a surface emits 1/2 or 0.5 as much radiation at a given wavelength and temperature as a black-body, it is said to have an emissivity of "0.5". if it emits 1/10 or 0.1 as much as a blackbody, it has an emissivity of "0.1" and so forth.

emissivity equals absorptivity, so that an object that does not absorb all incident light will also emit less radiation than an ideal black body. seemingly counter-intuitive, it is nonetheless true: the more it absorbs, the more heat in radiation it will give off.

so, insofar as an intercooler, ie, heat exchanger, you must ask the question, what is the most important mechanism of heat transfer: conduction or radiation?

if the temperature of the intercooler is extremely high compared to the surroundings, then black would enhance infrared radiation. if it is cooler than the surroundings, it would also absorb infrared radiation more readily.

if the intercooler is "looking" at the sun, or is proximal to exhaust pipes, it may well run cooler than the "optical" surroundings, shedding/ exchanging more of it's heat.

moreover, if the temperature difference is minimal, as it should be, then direct conduction between the metal core and the air will be the main method of heat transfer. so any sort of paint not as thermally-conductive as the core is not a good idea. that is to say, you do not want to "encase" the intercooler in a "shell" of non-conductive, low-emissive paint --the intercooler will then "bake" inside this "insulation."

however, as airflow is the principle element in intercooler efficiency, paint color is actually a "non critical" point, making no measurable difference in intake air temperature. plus, as air-dried enamel of any color has an emissivity of *0.9 or better*, it is highly emissive; close to a perfect black-body.

bonzelite

so to answer the question, "were they right?" --well, no, not really. a light coat of flat-black enamel (or really any color) with a high 0.9 emissivity/ conductivity/ absorbtion, will practically be thermally transparent, making no difference in intercooler efficiency.

go get out your paint.

bonzelite

within the nissan lineage:

R32 S, M, and GT-R spec steering wheels will directly fit into the S13, S14, S15; Z32; Maxima 3rd, 4th, 5th gen. the R34 GT-R steering wheel is the S15 steering wheel; A32 Cefiro = Infiniti I30 = 4th gen Maxima. and steering wheels from each type of car cited here will swap directly into any other car here (every permutation of swap is possible).

horn wirings, buttons, airbags, etc, however, must be custom re-wired for functionality.

as more knowledge of interchangeability becomes known, this post will be updated.

bonzelite

the RB did not die with the R34 GT-R:

japan 1999-2004: the Y34 Gloria, as the "250SV-Four" & "250S-Four," featured the RB25DET, AWD; ATTESA E-TS.

in 2003, this car came to north american shores as the "Infinity M45," with the 4.5L V-8 VK45DE (early designation as "ZH," changed to VK): RWD, 340hp/333tq, DOHC, all aluminum, 4 valves/ cylinder, VVT, titanium valves.

although, despite it being a great car, due to what north american buyers perceived as odd styling, the M45 sold very little and was discontinued.

the Gloria, since 1961, was a luxury version of the Prince Skyline. in 1966, Nissan merged with Prince, thus setting way for merging the Gloria with the Cedric line in 1971 (the same year the GT-R was offered for the first time as a 2dr coupe) --the Gloria becoming the performance model of the two. the Cedric/ Gloria continued on as sister cars until 2004, when the line was officially terminated, becoming for 2005 the "Fuga" or "Infinity M."

with Skyline ancestry, and roughly running parallel with the Skyline generational changes, the Gloria/Cedric line, since 1984, became designated as the "Y30, Y31, Y32...", with the Gloria featuring many performance attributes as the Skyline, including, since the Y33, the RB25DET.