Duncan

AFAIK Nismo addition was simply a GTR with larger (N1) turbos (for homologation purposes), and not particularly rare despite the naming. Not really limited edition, and no larger brakes or wheels like later v-specs or N1s

you'd match the o2 sensor to your ecu ( or chassis if original), not engine, it that helps.

Agree this is the best and quickest way if the trailer is set up for it. Otherwise, I tie it exactly as per your pic

Also, if you have a sunroof there is a drain that can clog as well. But I'd guess heater core leak at that location

Nothing particularly tricky about an r34 compared to anything else, unless it is a vspec with the carbon fibre undertrays in place which would make it much harder to get to chassis tie down points. (eg, around the rear subframe) These days I always just use wheel tie downs, I have an open trailer and they are very quick and secure. Unfortunately if you are using an enclosed trailer you will be somewhat at the mercy of the available tie down points in the trailer, and depending on width it can be hard to get to the wheels to tie down there

lol I had to double check my post because I thought about suggesting that, then didn't. But with 32 gtr prices these days maybe a gts4 half cut would be a cheap way to fix the problem.

Sorry to be negative....but you are a bit stuffed. The only information on bolt length is in some specific cases in the workshop manual where it matters, eg oil pump bolts. There is also some information on generic torque specs at the front of the manual for bolt sizes, but the individual diagrams show the actual torque for each application. In nissan bolts of that age: m6 - 10mm head m8 - 12mm head m10 - 17mm head m12 - 19mm head not much under m6 or above m12 but they are generally 8mm or 21mm. As for bolt pitch, they are almost always standard (coarse), but the gearbox cross member ones are fine pitch. Coarse vs fine is a standard for metric bolts that varies depending on bolt size (eg m8) As for length, no such doco unless there is something specific in the service manual. Also there are some bolts like the rear shock lower arm or rear control arm upper arm inner bolts that are specific (shock bolts have a conical end to assist insertion, and upper control arm inner bolts have camber adjustment). I know you can't undo it, but.....KEEP YOUR BOLTS NEXT TIME!

Odyssey batteries are the same type as optima (AGM) and will weigh about the same for the same capacity. If you want a significantly lighter battery you need to look at Lithium ones

I definitely understand your frustration at this point...but the good news is that if changing the fuel pump changed the behaviour, you have found and fixed a problem. You may be close to fixing it. If the pump was always an issue and the emanage was tuned with a faulty pump, a properly working pump will mean you need a retune. I'd run it up on a dyno with someone who can monitor and correct the AFR and you may be pleasantly surprised (well, it will still be a M35 not a C34, but there's not much to do about that without parting it out....)

Probably a dumb question....but you've removed all 4 bolts from underneath, right? pic only shows where 2 of them should have been. Other than that....no trick...must just be a nasty old gasket, possibly some sort of incorrect sealant in the past.

Awesome DIY, thanks

well, I'll start by saying my experience is 32 not 33 gtr. I have the hub moved a fair way out by spacing out the lower control arm mounting. I don't have the exact measurement handy and don't want to guess. But the point is, both the bottom of the wheel (and the hub) are a fair way wider than standard, and no I've never had a problem with driveshaft length Is the piece GKTech making just the black part in the picture or the whole bearing/stub axle part? I could measure up driveshaft diameter front vs rear to confirm diameter fits, and you should check you have sufficient thread on the head of the driveshaft to get the nut on properly if diameter is the same. I think you'd also have to confirm the ABS sensor still runs across the teeth OK. Overall....seems like a lot of work to deal with something that may not be an issue. If it was I'd go custom driveshaft with a longer centre shaft rather than all this stuffing around at the hub

get a shorter driver or taller car?

Well, 20 attessa flashes is covered on page CH-74, and "faulty harness" is one of the potential causes. But when you look at the terminals involved in that error they are between the attessa relay, attessa ECU and attessa pumps. None of them are in the harness you showed. On CH-66 however, it shows reverse light being an input to the attessa ECU (perhaps it disengages in reverse?) so that short may be your issue. It is powered by fuse #21 and goes via the switch to pin 32 of the attessa ECU I'd start with cutting the ends of those wires flush so they are not shorting to earth to see if that clears the error

Yeah can be done, undo nut with spanner and use ball joint splitter. But generally if you are trying to remove the lower arm you are trying to remove the whole hub so you'd remove the driveshaft first (biggest nut first rule)

Oh and power steering rack wiring is for the speed sensitive steering that most people hate. I imagine you haven't noticed a difference....no idea if it is safe to connect them wrong way around, but since they are same colour in the original loom and same connectors....just plug in and see if sparks fly and fuse blows, or if your power steering works...

The 2 you circled with covers are the gearbox reverse and neutral switches. It's possible they are 12v/+ switched (they definitely are in stagea, I remember having to fix one) so you've probably blown at least 1 fuse as well. As per the pic they are a long piece of loom that run straight past the front drive shaft so very likely they are the culprit. Neutral switch doesn't matter on a GTR (it is a signal to the ECU, but I have no idea why) but reverse obviously means you have no reverse lights. I have an original/printed manual so remind me before the weekend and I can dig out the colour for each part The other one you circled with the rubber boot is the oil pressure sender. Been too long since I looked at a standard dash but I'm pretty sure it has an oil pressure gauge so you will be able to tell when you start the car if that is connected and working.

Yep, that's official. nissan even have a part# for the bracket you can bolt there if for some reason a simple bolt in one of the holes isn't suffciient

Well like so much in life WA is a bit different ? AFAIK they run a modified version of CAMS IPRA rules there. But otherwise no, and no in tarmac rally was well (GTRs are in early modern LMS which requires factory shifting). Time attack is different again, not having a sequential there would be like turning up with a thousand hp. Bottom line, most racing gearboxes in Oz are either standard or dog+straight cut H patterns.

people with coin to spend on their street cars I can't speak for drag racing but circuit racing in Aus won't allow for sequential boxes in anything gtr based.

sounds like the distributor leads are out of order....so I'd suspect failed CAS first. But, has it ever run in the current setup? has something changed lately? what ECU is it, and can you check RPM through the ECU?

Well, I'd say they are both helical simply because most buyers are street cars, and straight cut boxes are too noisy for most people. Not to say it can't be done, but the whine is unavoidable and annoying without a helmet on... The actual market for race boxes is much smaller, and there are specialist suppliers.

Well....check under the bonnet for a green relay you can live without for a moment and swap it into the boot....

When you say 'it turns over and dies instantly' I guess you mean it does start at least momentarily, rather than just turning over and not starting? Starting with the relay, there are 2 in the boot, either side of the lock. The larger one is for 4wd and is often the cause of regular clicking, which is generally a problem with the accumulator needing to be recharged or replaced. The smaller relay (either green or blue, can't remember) is the fuel pump relay. It sounds to me like a fuel supply problem and the most obvious reason is being our of petrol. If not I'd get a multi meter onto the fuel pump terminals to make sure there is battery voltage for the first 3 seconds when someone turns the key to IGN. That should confirm there is power where there should be which would say dead fuel pump. Otherwise if there is no power there, there is some electrical issue so you'd look at relays, fuses to the fuel pump

I know I'm answering a question with a question...but where did you find a PAR gearset? The business has changed a lot over time, moving from local to offshore and then returning to very small scale/specialist local setup. Yes, it would be true that any new gears are a very different setup to when they were having quality control issues from the offshore factory.