STATUS

Just a note Nistune wont work on the NA r34 ECU, the NA and turbo ecu's are totally different internally. The ecu accept the type 2 boards (i tried) but as of a fortnight ago Nistune advised there was no way of doing it as there information on jumpers and the ecu wont download the std BIN properly. i use the Turbo Ecu or emanage ultimate on NA+t's

best bet is to remap the std ecu, we do dozens and im sure someone could help you out. www.nistune.com

not for me... welding is the best sure bet.

should not need the section, im putting a 26 in my c34 laurel as we speak.

i have found good results with the new Link G4 extreme, but i prefer to swap out the factory sensors to another bosch part number (not on me), still the donut type but they ground differentley. You cant really compare the two knock reporting systems (PFC vs LINK/VIPEC) as they report totally differrent. i will look over a few i have setup but im sure from memory the logs were showing vastly different readings between engine families, im sure the last BMW turbo i did had a target of around 55 wheras others have been double that...

these are a pain to fit (not a bolt on) and will place you near the kit price offered from gcg.... the best highflow ive had through lately was a gcg highflow, made more power (260ish) at less boost than the hypergear (the hypergear was more responsive but only just and topped out at 229rwkw). It was on a SAU'ers car so i will find his results post.

About September last year Cat's race engine suffered a failure after running 3 laps free boosting (35+ psi). Initial thoughts on the day were a damaged valve but (slight miss and knock) a few more starts at the track to try pinpoint the noise the missing stopped and only a slight knocking remained so I dismissed valve train issues.... trying to pinpoint the knock was difficult at a noisy racetrack but it was definitely not the usual bottom end knock it was quieter. Knowing the engine needed a strip down I pushed it aside and left it parked gathering dust. With a new business and all the extra cash all being re-invested on new workshop equipment and setting up the showroom the car sat gathering dust for 6 odd months... very depressing. After strip down it soon became obvious as to the source of the noise and thankfully it was not the bottom end, my trust pistons and Tomei rods were safe as was the "use what I had" r32 crank (complimentary 3 thou bend ) with a pro-engines collar. The crank will be retired (new cranks from NISSAN are ridiculously cheap now) and replaced with a new R34 GTR item. The cause of the noise was a broken intake guide, the guide had broken and attached itself to the top of one of the pistons and was digging a nice hole in the quench area (hence the light knock). The head was recoed 12months back but due to the rushed build of this engine (3days from machining to competing) the inlet side was left alone. The exhaust was treated to new guides and valves but the inlet side all measured up ok. Usually finding the cause of guide failure is easy but in this case there were no tell tale signs. Common causes are impact, poor lubrication, incorrect valve stem height etc. In this case only a very small portion of guide was missing, usually the whole tip comes off during failure not just a small fragment... even the valve stems were clean and undamaged, the remaining guides were all perfectley serviceable..... There is a first for everything. The old build recipe; R33 block Trust pistons Tomei H-beam rods King bearings Trust oil pump Trust head gasket Status Oil restrictor kit Tomei sump baffle R32 crank with Pro-engines collar (3 thou bend ) Std R33 head with new ex valves and guides Relieved cam valley for big lift cams Trust 264 9.7mm lift cams (babies for now) Std Plenum The new recipe is basically the same but with a big $$$ head setup; R34 crank MLS head gasket King bearings Ferrea 1.5mm oversize valves in and ex. Ferrea Titanium retainers and collets Ferrea Double valve springs Ferrea Spring locators New Genuine buckets and shims New guides Larger rear housing for the K5-660R, after we get a baseline comparison with the old engine. Nismo intake plenum as we found the STD one was compromised for flow distribution. Link G4 (Vipec) ecu but only after car is fully sorted on the PFC D-Jetro as there is no real reason to swap other than using it to demo features to customers, I feel the Link fills or offers an alternative for those who can’t source the now more expensive PFC as easy. The PFC will retire to my C34 RB26 Laurel. With the fresh build we will to try out a few new things which will end up in customer engines provided they prove reliable. Pics up soon as I will do all the assy 2moro as I won’t get hassled or interrupted. The new store project car is a C34 laurel which started out with a T78 equipped rb26 but currently is engine less and awaiting its new power plant. Engine recipe is more budget based and will be used to develop a budget setup, many of our SR20, RB25 and 26's seem to be for pretty serious customers and have all been up there for $$$ build wise due to the components used and the proven nature of the builds (zero failures to date). So i decided to put together something fairly simple. This budget engine will be abused to within an inch of its life, yet cheap to build including the supporting turbo etc.... R32 block Status oil restrictor kit Resized STD rods Pistons (under testing atm) R32 crank pro engines collar N1 oil pump King bearings STD rb26 head Kelford springs T4 external gate manifold Tial gate HX-35 turbo Again pics up soon of engine and car.

do you guys tune many HALTECH's? if so we are finalising some sweet tuning aids for it as the STD 2d tuning interface is pretty poor.

i highly reccomend NOT using the setup 9krpm used, i know it works and i have done a few for people in a hurry or unable to afford the proper install BUT it does not trace consistantly as it does in the designated positions. It is a comprimise and after spending $1600-2000 or so on a ecu why not use it to its potential.

CHeck the pressure switch is working correctley, i find when guys to auto to manual swaps it is often left disconnected. I have also have damaged PFC's do the same thing, i have had to hard wire the pwr str sensor.

i have the same dyno (but bigger version) and on that scaling it should be table flat...

good to hear, cause all the ones ive had through were all highflowed stockies, especially the side feeds (r33).

common as hell on the GT2530, ive even gone to the trouble of fitting diff boost controllers and all taper off.

i know the ROC factory that supplys those guys, seen there turbos first hand in hong kong workshops on various trips home (lived there on and off for 15 years) and they are no differrent to hypergear / KKK / etc etc The early ones i played with all suffered failures over certain boost levels.... funny thing is for copies they are not all that cheaper than than the genuine jap trust items ( @99 yen)

what other mods? boost controller? injectors afm? etc its hard to judge cause if the tuner had to juggle crap you still end with an ass tune. If you have all quality mods and support for the gtrs then yes there are issues. It actually looks liike a badly tuned emanage ultimate curve... the afr's are pretty shaky.

To be honest we just slap a nos kit on the NA's nowadays. Safe, reliable and if the bottle is mounted in a sub box untraceable.

why? deatchwerks are just old std injectors high flowed...(well every customer supplied deatchwerks set anyway) get em highflowed locally (we do them for $70 change over each, so im sure other are the same)

i doubt it will fix it, i would bite the bullet and pull the head.

OK Part numbers are 6 x PF60HG, 660 cc and ask for a 9mm rail spacer to suit Neo. Supplier is powerflow performance 1300 880928 or [email protected] Used the kit we had and it worked flawlessly.

quick trick: heat engine so radiator pressurises, remove plugs and run a small mirror over each plug hole.... if it fogs you have headgasket issues in that cylinder. If you can get hold of a pressure tester for the rad it makes it easier.

Your GTR, willalls and bens R33 (racepace) were the most drooled over GTR's i can remmeber back in the day, definatley inspirations for all GTR owners. funnily eneough i think the damned supra and bens r33 were in the same issue of SPEED magazine years back.

depends on your mods, i usually say if your after <250 go emanage if your after >250 go pfc or similar.

it will probably die before it meets it potential ive got a bucket of dead walbro's here......

im talking build quality (i did not build this car as posted previous so im not biased) nigels car was rough, i saw the car at the track days, at autosalon and its cover shoot for autosalon yes its tough but the build quality of this car is at LEAST 10 times better.... again a credit to its owner and builder.