Gav

Hmmmm......an interesting report. One comment that I have is that BP Ultimate is only produced in Perth. All the other "bulk samples" (i.e. from retail petrol stations) are produced on the East Coast. It is reasonable to expect that of all the bulk samples tested , BP Ultimate would be the most aged as has been transported from Perth. t is also more likely to have undergone addditional handlng and therefore there is a possibility of increased loss of volatiles. The report acknowledges that age has an effect on the quality of the fuel. I'm not saying that the results would be different had a newer (fresher?)BP sample been used, but it is certainly a consideration.

PM sent Gav

Personally I reckon that this is an underated topic - one of the great advantages of having a programable ECU is to be able to "ride" the octane versus power curve - i.e. if you want economy, you can have it - albeit at the expense of performance

A well known problem (or it should be!) that needs to be re-iterated from time to time. Your piccys show the issue of the early RB26 cranks clearly - well done. For those "leaning hard" on early model GT-Rs; take heed.

Agree - looks the part. Any links to CSC? Where are they made?

These look interesting - any further information available on CSC brakes?

It's interesting that HKS 2.8L kit uses 87mm piston as standard. This is a very common drag (i.e. high hp) setup. Perhaps retaining the 86mm bore doesn't afford a great deal of additional strength?

Just a question - the new N1 (or standard for that matter) blocks have an 86mm bore. Presumably retaining this bore size would improve strength?

PM sent regarding brakes

Yes it's possible and although the PFC is the most popular programable ECU (at the moment) - it's generally a real pain in the arse to do it via the hand controller (particularly if you need to change a lot of cells). The Datalogit software makes things a lot simpler than it used to be. Most experienced tuners will/should have this software.

There is certainly a difference in price between the std (05U) and the N1(24U) blocks! I thought that the N1 blocks had thicker wall castings (i.e. smaller water jacket galleries) - perhaps the additional metal is minimal in weight?

Hi Pete I'm using Pauter rods on my 2.8L crank, but as per the advice above I will use pistons with an altered pin height (HKS in my case)

Easiest way to diagnose is find a friend with another R32 (rb20 uses same coils, harness and igniter as RB26 BTW) and swap out with his known good bits one at a time. If all is swapped (including the harness - I once had a problem with the grounding lug not having a good connection) and you still have probs, check the spark plugs for cracking on the insulation. With persistence you'll find the problem.

Ooh - harsh comeback - guess I should have elaborated more. OK - the boost vs rev quote was on the dyno in 4th gear (pic in gallery). SK's right in that it doesn'r really tell the whole story. Yep - they are less responsive than 25/30s, but better than 25/40s in my opinion having driven r32s with all of these combos. The curve just doesn't seem to taper off at the high revs like either of these, however, so if the engine supports the revs they make for an impressive combo IMO Anyway, not meant to be an GT-RS vs 25/30 debate, just that recently there is a huge appreciation on what cam timing can do to "wake up" GTRs. I'm sure the same applies to these terbs, particularly with extra displacement. Anyway - all theory until it's finally done.

I have a new N1 block being built up with a 2.8L crank and HKS internals running GT-RS terbs. On my old engine (std displacement) these terbs produced 1 bar of boost by 4400 rpm without any cam timing optimisation. I expect signficantly better response with the increased capacity as well as extended head room with the counter balanced crank and an HKS Crank Damper kit fitted. Will of course post results.

In real monetary terms, the cost to repair GTRs has come down significantly. There are now more wrecked examples than ever before and there is a huge choice of aftermarket parts (including locally made options) available. The strengthening of the AUD against the YEN as well as the reduction in import duties has also helped a lot. I still think that for the true enthusiast, an R32 GTR that has been budgeted for a rebuild and restoration is solid value.

370mm OD

Are these parts for a Hyundai or Daiwoo

My offer still stands for free analysis of the substrate for platinum, rhodium and palladium content (the metals that actually catalyse the "nasties" in the exhaust gas). If someone can get me a gram or so to Perth, I'll have some results back in a couple of days. You can then form your own opinion as to what the unit actually is and does. Cheers Gav

I'll grab the interior rear quarter trims. Sent an email to you via the supplied address. Please check or send a PM back and we'll sort something. Cheers Gav

A few of us in WA are using Pauter rods: Pauter Billet Rods The quality of these things is top shelf and they have handled some serious HP (as well as surviving some catastrophic unrelated engine failures). If your bank account is really flush - have a look at the titanium rods Pauter Titanium Rods

They are to suit a very early version (non ball bearing) of the HKS 25/??. This version had a different exhaust flange, and therefore the terbs were sold complete with manifolds in order to make the terbs a bolt in unit.

mmmm - ah OK Sean - you convinced me ya silver tongue devil - djetro it is then!

Chasing 4.37 diff centres front and rear. Please PM me if you can help Thanks Gav

Sorry guys - been away from the office for a while. I can arrange analysis in Perth at an affiliated lab. Offer still stands if someone wants this done. Gav