benhpi

Took the sneaky $130 option to be a member and pay the member entry fee. It will be good to dust off the 240Z again

Mate, I don't know who you emailed but Otomoto is the distributor of KKR and we certainly didn't give you that reply. The best result we have seen so far on an RB20 from a KKR430 is just under 200kW at the wheels. On an RB25 we've seen close to 230kW at the wheels. If anyone has done better we'd like to hear about it.

Actually the car which recorded 242kW (HPI34T) has since been retuned by Advan and now makes 260.7kW at 19psi. Since my own car also makes 256kW at similar boost with lower compression (RB24 with Tomei pistons) I figure 260kW at the wheels is a realistic expectation for the KKR-480 on an RB25DET. This was all I wanted to get across with my update, but it seems people are getting very emotional about the subject.

A bit of an update for those who are interested in the KKR480 and how it works on an RB25. The graph below is for an internally stock R33 (normal head gasket too) with 550cc injectors, pump, Power FC, FMIC and 3-inch exhaust with an aftermarket cat. The owner fitted the turbo himself with a KKR dump pipe. The car was tuned by CRD, making 263kW on their dyno and a week later ran on the Mainline dyno at the Auto Salon, making 261kW. This is the sort of power and response most people are getting, with around 19psi boost.

A bit of an update for those who are interested in the KKR480 and how it works on an RB25. The graphs below are for an internally stock R33 (normal head gasket too) with 550cc injectors, pump, Power FC, FMIC and 3-inch exhaust with an aftermarket cat. The owner fitted the turbo himself with a KKR dump pipe. The car was tuned by CRD and a week later ran on the Mainline dyno at the Auto Salon. As you can see the results are very consistent and this is the sort of power most people are getting, with around 19psi boost.

Bear in mind that Canberra is comparatively high altitude, so the BP should be lower.

Best to call Jake's Performance for info on the tuning of this particular car. It did have a huge fuel pressure increase as far as we know. As for the later spooling, again this relates to tuning, cam timing, compression ratio etc.

Some facts on KKR, to help reduce some of the confusion. Yes they are a plain bearing or 'bush' type turbo. A lot of people put too much weight on this specification, when really the way the turbo performs on the engine is what matters and there are clearly plenty of users who are happy with the results. They come with a 6-month unlimited replacement warranty, which is the best warranty offered by any turbo manufacturer to our knowledge. They are not the same as the many 'ebay turbos' that have been mentioned. These are manufactured by a company which builds turbos for various European OEM customers, using all German machines. They are not a direct bolt-on for any particular engine, but the work required to fit a KKR430 or KKR480 to an RB20 or RB25 is not very complicated and the whole job can be done in half a day. It is true that with a dump pipe and installation the KKR480 will cost $1500-1600, but compare this to most other options and you will find it is still extremely cheap. Remember fitting any turbo, including a 'bolt-on kit' will cost a few hundred in labour. As for power output, we have seen many RB25s making 240-260kW at the wheels with a KKR480 and 16-18psi boost. We have also seen the odd unusual example making close to 300kW, but given the manufacturer rating of 480hp, mid-200s are a realistic expectation. We have yet to see any KKR430 turbos used in a high boost application, but with 12-14psi we have seen 180-215kW at the wheels on RB20 and RB25 applications. The smaller exhaust housing and turbine make it less suitable for high-boost applications, but it is very efficient at moderate boost levels. On an RB25 a KKR480 will deliver full boost at around 4000-4500rpm, depending on tuning, cam timing etc. A KKR430 will deliver full boost by 3500rpm, but both turbos begin to produce boost from much lower rpm. Ultimately the results will vary a lot depending on tuning and the other parts fitted to the car, but keeping in mind the price, the KKR turbos are hard to beat on a dollar-per-horsepower ratio. Anyone wanting more information should refer to www.otomoto.com.au or email [email protected]

Something with an RB20, not necessarily an R32

Yes, you do need equal rolling diameters. I have seen GT-Rs with different-size wheels front to rear, but since the guards are designed to suit same-size at both ends, why not fit them? Unless you make the rear guards much larger, you will be compromising the front, rather than improving the rear, if you see what I mean

You are better off with 18x9 at both ends, my set are 8-inch at the front and not the right offset for a GT-R anyway.

Just to update, the car is still for sale. It's worth noting that the car made 230kW or less for most of the time that I had it. It only did about 3000km or so with the big turbo set-up. 300kW was actually a conservative tune, if we had really pushed it there was more power to be had. The engine is in excellent condition, as any test will show. As for the camber question, I believe it was around 1.25 degrees negative.

Actually it still has the Tomei cams and HKS metal head gasket, which lets it run 0.8bar on the standard computer. Combined with the exhaust it goes surprisingly well. The handling is pretty special too.

What for? The point was to show what you can achieve without a full engine rebuild. In any case, with 297 at the wheels it was already becoming fairly compromised as a road car. Personally I think about the 250-260 mark is ideal for a RWD car this weight, unless you are building a car for drag racing only (which wasn't my intention). We may build a car specifically for drag in future, but if we do we won't start with something as heavy as an R34. More likely an R32.

Check out ebay.com.au now for details

From what I can gather (various sources) the requirement for exact month is a stop-gap measure to limit the number of cars that come in early in 2004, giving the department time to sort out and pass a change in this rule. Otherwise they would be swamped with hundreds (thousands?) of applications on January 1st. As for how the rule will be changed, I have heard many theories, but the most commonly put forward is that there will be a new standard of checking (not just an engineering certificate) before these cars can be registered. It may be the case that only a RAWS can import these cars and a basic standard of compliance modification similar to the old low-volume import scheme may need to be carried out. If this looks too hard to do they may simply revise the rule to 20 years or maybe older. All they are really interested in doing is limiting the total number of imports coming in. A) because they have limited staff to process applications B) because the volume importers are constantly lobbying the government to maintain their virtual monopoly, even though they are already the most protected industry in Australia and all are foreign-owned companies. We included a petition in issue 10 of HPI three years ago, encouraging people to complain to their parliament member about this, but obviously not many people did. Now it's too late and everyone is sitting around complaining.

Only if you click on subscribe or click to buy something.

www.hpi.com.au is now online. Log on for the latest street drag records, free pics and mpegs, back-issue info, DVD previews, subscription deals and all that kind of thing. Feel free to leave feedback here or on the site. www.hpi.com.au

The wheels were about $2900 plus tyres. I haven't decided if I'll leave them on the car or not when I sell it.

Can't do it - haven't got 40 posts up yet

hope I'm not breaking the rules... If there are any R34 GT-t owners reading this, check out my parts for sale on ebay. My ebay name is benno028

I checked the results on Japanese Best Motoring videos. In January 1992 they tested an NSX and an R32 GTR. The NSX did 400m in 13.59 and lapped Tsukuba in 1:08.72. The GT-R did 13.26 and 1:08.48. In May and June 1993 They tested the lighter NSX-R (not available in Australia) and the R32 GT-R V-Spec. The NSX-R did 400m in 13.06 seconds and lapped Tsukuba in 1:06.46, while the V-Spec did 12.85 seconds and 1:07.45. Looking at later videos it seems the NSX is generally a little faster around a circuit and a little slower across 400m, so they are really a very close match.

most likely HPI 38

Look who missed the point

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