Beer Baron

you're all right joe blo! but you're a knuckle head for thinking the tuner owes you a new engine. just get ya hands dirty again and start figuring out what's wrong. don't jump off the deep end and pull it out just yet. you've already said it's not making any funny noises and it's still running. so with the symptoms so far being oil in engine bay, high idle and a bit reluctant to start I'd be looking at the basics and work your way up from there. PS good on you for having a go. just don't be so quick with the blame!

you guys are harsh. I agree he's nuts to think the tuner would owe him an engine if the thing detonated on the dyno but there's no real evidence he's done something wrong yet. first thing. do a compression test and a leak down test to see what you're dealing with. then take it from there if needed. actually, do that second. first of all clean up all the oil sprayed everywhere and then double check the crankcase ventilation system is hooked up correctly. it could be as simple as breathers not connected correctly and pressurising the crankcase. I've seen that before....

how's it going? has it been tuned now?

yep, ease of working on the car was one of the reasons why the R34 switched from twins to a single. I mean the twins have been awesome but there is just so much packed in there and so much time to remove and replace them. and on a track car that can happen a fair bit. with a single with mostly V-band connections that time is cut way down. and in your case with the IWG 8374 it will be even better still. I'm looking forward to see how your car goes with a 30/26 and an 8374. hopefully you get it soon.

it's not contradictory. if we haven't finished testing yet how could we say if it has or hasn't lived up to expectations? We don't know yet how it will ultimately perform on this particular set-up but there are a some results already on other engines/cars that suggest it's a good thing.

glad to hear it. honestly my other dilemma right now is which EFR turbos I will buy for the 2 GTRs I personally own? was thinking 8374 could be a good thing but the twin 6258s look to have serious potential too. for anyone interested to see an EFR turbo up close come and see me at WTAC as I will have a pair of 6258s for show and tell. their features are relevant to the larger EFR turbos too.

yeah ok price may not be the same between replacing 26 parts and the HKS kit but I mostly see cranks new for around $1500. pistons if we want to compare, compare them to something top shelf like tomei/HKS etc. talking more like $1500-$1800. rods, say $1000 (can get tomei's for that price these days which is dirt cheap for them). so that gets me to about $4,000 or so. yes still cheaper than the HKS kit, but you are getting top shelf gear and an increase in stroke. so if that's what you want it's still a bloody good option. anyway, I don't want to make it a massive debate. in the course of a build if you gave people the choice of a bargain 26 bottom end for say $3,000 + labour or a top shelf 26 bottom end for $4K parts + labour or a 2.8 option for another $1,000 or so and labour cost will be the same I know what most people would chose. * didn't include the other bits like bearings etc as these are the same no matter if you go the 26 gear or the 28 HKS gear.

yeah as piggaz said it's the increase in stroke which makes all the difference to the 'character' of the engine. it makes a given power stroke longer so for it to happen in the same time as a shorter stroke engine the longer stroke will be harder (higher piston speed). hence the torque gain. also, overboring and engine has the big downside of reducing material in the block. they are weak enough as is. personally I'd never go over 86.5mm in an RB26 (standard bore is 86mm btw). once you get to 87 and 87.5mm you are getting very thin cylinder walls in places. not a problem if you only want 250kw and it's a street car but if it's a 400kw track car you might find yourself in difficulty. so boring for more capacity is not really doable with the RB26 (unless you want to fit liners which can be done but costs $$), and beside that it doesn't give the same result as changing the stroke length anyway.

my post above should answer it mostly. you are a very careful reader... my honest answer is at this point I don't know. we are now less than 1 week out from the event and still working/swearing/scrambling/pushing just like we always seem to be 1 week before an event. ask me the day before and I'll give you a final answer! Just to re-iterate. Our problem has been supply. If there were 9180s all over the place everything would be fine. But given WTAC is a fixed deadline we will be doing what we can to run and run bloody hard.

dave! easy!! yes there's been a delay on turbos but hardly the fault of Full Race or Borg Warner. I should know I've been dealing with both companies since last year. The delays have been frustrating but not much they could do about it that I can see. Maybe they shouldn't have taken orders till they had stock to give but they had a reasonable expectation of getting the things to market on time but in the end got delayed. I wouldn't say it's failed to live up to hype. Mark is not sour on the experience by any stretch (and he's been up against it more than most trying to get his car ready for World Time Attack). Just this morning I spoke to him and he asked me to ring BW and FR and let them know we are keen to push on and I quote Mark: "I still think the 9180 is THE turbo to have". He believes it will make the power and we'll have probably high 500kw atw if not quite 600kw atw. But even that is just speculation as we just haven't got there yet. If it was no good Mark would not be running it as he spends too much of his own time and money on the car to be beholden to 1 company to use their gear if it's no good. Just like with Yokohama. When we first partnered with them Mark told them flat out we'd be testing their tyres against the Dunlop DZ03G (Mark's previous tyre of choice) and if the Yoko's weren't quicker we wouldn't run them no matter what they offered us. Same goes with Borg Warner and Full Race. If Mark didn't believe it was worth using he wouldn't be persisting with it. The turbo we got from Borg Warner was built for us from bits (as I understand it was a mix of some production some pre-production/prototype bits). They did that to get us on the track as the production models weren't ready to their satisfaction. Yes the delays were frustrating but we both believe they have done what they can to help us. The very fact they were willing to let us have a turbo pre-production is a sign of goodwill. We knew it would be for our evaluation and that evaluation is not complete yet. Besides all that we haven't seen what it can do yet so I honestly can't see if it's a 1000hp turbo or not, but given the comp map and turbine size etc it should be. Sierra Sierra have no problem with 800hp+ at 2bar and we know Mark is going to push it harder than that. I know you are pissed having paid for a turbo over 3 months ago and not gotten it but they are trying to do the right thing. I don't want to come off as the Full Race/Borg Warner public defender as they can do that themselves but it's not fair to say it hasn't lived up to hype. we just haven't got there yet.

wow, this thread got spicy. no need for the digs guys. nick is just sharing his build like everyone else and hasn't had anything negative to say about anyone else's product or set-up. it makes perfect sense to me. he was simply saying that apart from the fact it's cheaper than all the other set-ups he has also seen excellent results from tuners using this gear in japan for cars that are far outside the parameters listed in the HKS spec sheet (GTSS, mild power, low rpm use). He's talking cars with bigger turbos, 600+ps, circuit use etc. if it can stand up to that it would make sense that for someone like Nick who wants it for a road car with small turbines it's going to be more than capable. and given the cost of buying a new nissan crank, some rods and pistons is the same (if not more) than the HKS kit it made good sense to give it a try. I want to see how much power he can push from GTSS. I was planning to do it myself till I got sidetracked and went with Jun/Tomei stroker and 2530s. my plan was high revving 2.6, headwork to get more power per psi of boost (sacrificing a little response which I figured was fine considering the small turbos), match port everything on both exhaust and inlet, all alloy hard piping, big tomei dumps, twin 70mm front pipes into single 100mm exhaust, so basically no restrictions anywhere to allow the turbos to breathe as well as they could then wind it up past 25psi and see just whether or not 350kw was possible from them. Basically all the little 1% gains you can do that most people don't bother with. my hope was all of that stuff together would get me there but I really don't know.

nope nothing really changed engine set-up wise. the head is actually probably milder than what most people would think. it's a circuit car after all and velocity ranks over outright flow most of the time. we have certainly never struggled for flow/power either. if it's not making enough power it gets more boost. The results Mark has achieved from all the different turbo set-ups have always been at the upper end of the 'average' results people get. part of the reason is that where most people seem to stop at 20psi or 25psi (god knows why?) Mark is more of a 2bar man. More than 5 years ago Mark and Russ were getting amazing power our of their stock N1 crate motor with R34 N1 turbos. like 350kw+. pretty nice offer there from nytsky/Dave, lithium. I would do it mate. you can pay him in cans of L+P. all you need is a deathstar flight and some train/taxi money and you are at world time attack...

first question is which state you are moving to. things will vary a little state by state. next question, how long have you owned the vehicle in the UK?

d'oh. oh well I know you're a good man so if you quoted a price you'll stick to it. but maybe the pain meds clouded your judgement and subsequent memory???

what turbos?

or go to JEM. they have fitted a number of cars with the zeitronix E content sensor (they are dealers for it). and tuned many cars on E85/Eflex etc now. I would talk to those guys.

lol.

look back a page or 2. ivan posted one that sees you end up in the Brabham stand for race day (best stand on the circuit).

never too late mate. there will be plenty worth seeing. S2 EVO will be super fast. the underbody on it looks amazing. and our own little efforts are not too shabby either. there is plenty new stuff to see on the Advan/Hi-Octane GTR(s), as well as the R32 with the 6258 set=up (first R32 to try that kit). hop on a plane or canoe or whatever and get over here.

wow, carbon looks amazing mate. good luck getting it done.

lol, how could you Geoff! they were quick enough with the 8374! I thought we were friends....

yeah like Geoff said preliminary results have been surprising! we had a few dramas not related to the turbo which put us behind a bit. but even just getting the car set on the dyno checking sensors etc and just 'driving' the car in 3rd gear at a stable 34% TP, we saw 1.8bar at 3,000rpm. that is not bad... We only got to just over 2bar before a problem cut testing short. We haven't diagnosed the problem so don't jump to conclusions yet guys! bear in mind as well our 9180 was a prototype/testing model and was assembled from whatever bits BW had available at the time to make us a complete turbo so that we'd get it in time for WTAC. I know of at least 1 improvement they've made since we got ours that obviously our model didn't have. But we are still committed to pushing forward with the new tech and working with Full Race and Borg Warner (who have both been fantastic) to get the 9180 on full song, pumping out massive boost and massive power. And we will almost certainly be running a Borg Warner turbo for WTAC.

nope. edit: well that will be plan B but not the option we are intending to go with.

lol, well I know what it cost and it's not cheap. N1 block, N1 oil and water pumps, ported head, N1 pistons, tomei head gasket, tomei timing belt, all blue-printed and all other bits are brad new down to ever last nut/bolt/seal whatever. a lot more than what is replaced in the average rebuild. hope you get good money for it Aaron.

Hey Aaron, I thought I had passed all the stuff on. I was sure you'd keep it all Glad to see you on the forum. If there is anything I can do for you mate, please don't hesitate to ask. So sorry to hear you were involved in a crash through no fault of your own. I know you treated that car very well and i'm sure the engine has plenty of life in it yet. You have the receipts so you know what that engine cost so I hope you get a good price for it. It was a great set-up for a street car. The car itself was probably the nicest R32 I've owned and i've owned about a dozen. I'd say it's as nice or nicer than the one I've got now which I plan to keep for a long time. As to gtr_23qu's question on power the engine builder was told it needed to handle 600hp but honestly a decent stock motor will handle that. The base N1 Nur engine is supposedly rated to 600hp anyway but this one was blueprinted and has a 1.2mm tomei head gasket fitted. I would be comfortable pushing it to 400kw atw+ for a street car. It has a few key bits that will enable it to handle some decent boost and power.