bren

Sounds like that feature might have been ours. We sent two of our guys off with a magazine to do some testing. We used a red Nissan S14a.

Its not the best that they wrecked the head and subsuently the rest of the engine but hey ho, thats motorsport. Ill get the money back that I paid them for the head work and for the head itself but wont get a penny for anything else. Its going to be a struggle to get the head money back, Im already preparing to see them in court as their attitude to the whole thing stinks and they are trying to shift the blame at all times. Michaels sent me a pm, hell probably regret it as Ive fired back a whole list of questions. Hope hes a patient sort of guy! This sites a breath of fresh air, GTSTs just dont exist in motorsport in the UK and its good to see you guys take them seriously We are 6 seconds off the pace of the leading Time Attack car but then we had a 6k rpm limit (rather than the usual 7800), only managed a total of 22 test laps with the car dropped on track out of the box with my best guess (and wrong) spring rates ands alignment settings, running pump fuel rather than race and with a standard GTR diff that was spinning its inside wheel all the time (we thought a standard GTR plated better than the drift 2 way for track work, we were wrong). With that lot sorted and with full aero I dont see why we couldnt make up the majority, if not all, of that 6 seconds defecit. The current cars have been testing and developing as Time Attack cars at least all of this season. We had two weeks to turn a drift car into a track car! :laughing-smiley-014: It was worth a try. Roll on next year, Ill show the UK what a GTST is capable of.

I had another lump built with Tomei pistons, rods, Poncams, head gasket and ported head. We fitted it, ran the car for a few hundred miles but it smoked. We took the cam covers off to find that the head builder (a very respectable race engine builder in the UK) had left all the guides sat too far up in the head so the valve retainers were kissing the valve stem seals. As a result the stem seals were battered and allowing oil to pass into the cylinders. We had a drift made and tapped the guides to where they should sit but the car then turned into a comedy joke machine and produced HUGE clouds of white smoke like youd get at your local club. We pulled the inlet manifold off to find oil running down the inside of two of the inlet ports from cracks in the head. The head builders had removed a rediculous amount of material when porting and weakened the head to the point where knocking the guides into position caused the head to fail. Oil deposits on the back of the valves from one cylinder indicate that the head had been weaping oil through a crack in the head all along. By this time it was 3.30am so we called it a day. My tuners turned round another head in two days, built it back up, fitted it to the car and chucked it on the dyno. The engine spun a bearing after the first power run due to the crap in the sump from the valve stem seals. To get the car running again for the last EDC competition we chucked the old standard engine back in. We now need another crank, 1x conrod, MHG, oil pump and engine gasket set so I can have the strong motor built back up. In the mean time Ive had to source another standard engine as the car works for a living as a demo vehicle and is being shipped out to Sweden in just over week. Its then doing a demo day for one of the UK Skyline Owners clubs in Wales followed by a trip to the Nurburgring the week after followed by a trip to another Skyline Owners club day in Scotland the week after that. We cant afford any downtime so have to run the car using whatever means necessary Ive reported the other post and asked the mods to move it to RB25 results. We came 4th in the last round of the EDC despite our driver snapping both drive shafts just before he went out in the semi finals. We changed both driveshafts in 12 minutes dead but missed our slot in the semis and could only fight for 3rd and 4th place. The car performed really well so we thought wed have a go at the last round of Time Attack shich is on tommorrow. We just needed more power as we are down on power with 500rwhp, let alone trying to be competitive on pump fuel. We had no choice but to eak out every last bhp from the stock engine and hope it held together. Apart from the head lifting it was fine, no problems with the power, just with surge.

Ive found R33_racer and pmd him, thanks

We are on our second OS Giken twin in our GTST. Great clutches, nice and light, easy to use. I wouldnt touch a second hand one though, allt he second hand ones seem to be in need of a rebuild kit and I know numeorus people who have been burnt buying used twin plates.

Ive pmd Cambell but have searched through the members listing and the only r33racer I could find only had 5 posts and a relatively standard car by the sound of it

I work for the UK distributer for KSport. We have ben running them on various test vehicles including out 500rwhp R33 GTST EDC (European Drift Championship) and Time Attack competition car. We run 356mm 8 pot front and 356mm 6 pot rear kits with Ferodo DS3000 front and KSport race rear pads without a hint of fade. Just solid, progressive, awesome stopping power. We have done 40+ track days to test and help develop the kits, a couple of initial niggles have been highlighted and eradicated to leave us with fantastic value for money and highly effective brake kits.

We hit 500.1rwhp (592@fly) on a Dyno Dynamics rr this week. Stock RB25DET bar Tomei 1.8mm head gasket and ARP stud and nut kit (after head lifted at 461rwhp with stock gasket and bolts) running 1.8bar on GT35R and race fuel. The car runs 460rwhp (546@fly) on pump fuel. Or it did, we killed it due to surge yesterday on track. Im thinking of dry sumping the car as its a competition machine and does very little road miles. I have searched for info but am struggling to find a great deal, can anyone shed any light on a dry sump system and give any hints and tips? I have another engine arriving on Tuesday but Im not installing it without sorting the surge issue. Ill be sorting restrictors for the head but would rather do the job properly with dry sump rather than baffle. FYI the cars spec includes: Completely stock engine bar MHG and ARP head stud and nut kit Motec M800 PPG 5 speed dog box Greddy TD06 kit but with the turbo replaced with a GT35R OS Giken twin plate R33 GTR diff and driveshafts (we managed to snap both standard shafts with one enthusiastic launch!) The pic was taken at the first round of the EDC (European Drift Championship) this year. After a full season of hard work it now looks a little work weary but we have a new kit and full aero package (front and rear fenders, new custom bumpers, custom skirts, splittter, diffuser, wing and flat under panelling and full respray) planned over winter.

Above engine suffered big end failure due to surge during track testing.

R33 GTST RB25DET Head gasket failure on stock engine with GT35R, 1.7bar and 461rwhp Fixed with metal head gasket and ARP head stud and nuts, then ran 460rwhp on pump fuel and 500.1rwhp on race fuel.

New figures: RB25DET Stock bar 1.8mm Tomei head gasket and ARP head stud and nut kit GT35R Motec M800 Nismo 740 injectors 546@fly 460@wheels 1.7bar pump fuel 592.7@fly 500@wheels 1.8bar race fuel Be careful, these engines suffer badly from surge on track. We have just killed ours.

R33 GTST S2 GT35R on TD06 manifold and ext wastegate Motec M800 Stock engine 1.6bar 311.85rwkw

That would be cool It runs a 128mph terminal, any idea what power that should equate to?

The turbo works amazingly well with the RB25, very smooth and linear power delivery

Just a quick bit of a ramble about our 1996 R33 GTST. This is where we were ast year with our Skyline: http://www.skylinesaustralia.com/forums/in...=129241&hl= An external wastegate fitting sheared resulting in 2.5bar on track. This caused det which damaged a plug leading to bits of plug going through the turbo damaging the turbine wheel. We took the car off the road for winter, had the turbo rebuilt and put the car back on track this year to see how the engine had faired. A leak down test and compression were inconclusive. We stated testing the car hard in drift and track use and it was apparent that it had suffered damage as it was using oil and fouling plugs although it still pulled like a train. Presumably the det had damaged a ring land. We did two track days and a drift day before taking the car to Snetteron race track for some more setting up. The car was just getting dialied in and coming on pace (a Porsche GT3 driver commented on how quick the car was after trying to keep up) when it spun a bearing due to oil surge. We checked the oil to find it bearly registering on the dip stick, despite us checking it after each session, it was just consuming too much for us to keep it running. We already have another engine being built with ported head, Wosner pistons, Tomi rods etc but needed the original lump to keep going for just a little longer. The engine let go on a Wednesday, the first drift round of the year was 4 days later on Sunday. I found a replacement stock engine on Thursday, had it delivered to our tuners on Friday who had it up, running and mapped on Saturday. How cool is that The car is now running around 420bhp@wheels, exact power depending on how much boost we can get away with. It was mapped at 1.5bar and 435rwhp but at that level the spark can blow out so its usually running a little less. We took the car to a drag strip today where it ran a 12.60 and a terminal of 128mph. I dont do drag so need to work on my launching but the car should have no probs with 11s if we set it up for drag and I learn how to set off. The cars being built to compete in various UK drift competitins with the engine as above plus various other parts including a PPG straight cut dog box. Its going in to our cage guys tommorrow and the engine will be dropped in in 2 weeks. We are hoping for 450rwhp. You might be interested to hear that the car is now significantly slower to come on boost than with the old lump, the only difference being that the new engine is completely stock and the old one had a 1.8mm Trust head gasket and Tomei Poncams.

Do they need to be sat in airflow or could we mount it behind the headlight? They look a novel (to me) way to deal with oil temp problems. Very interesting

So you run that in series with a rad hose? Wouldnt it cause a flow restriction?

Ooooh, like sexy but how expensive? :eek: :cry: Does like superb though.

Why exactly is the current set up a bad idea? I cant see how youll get a better position for the oil cooler itself. We can seal the oil cooler to the intercooler and then seal the bumper to the intercooler so air cant escape round them. The ARC cooler looks good, I just need to get dimensions. We have had another look down in the wheel wells and there isnt really room in there to fit a decent sized cooler. The car is used on track but also drives to the track so I dont want to remove the air con and it has to remain street legal. I understand the concept of layering the various coolers to minimise disruption to air flow but that would be a very involved job requiring custom intercooler and pipework, plenty of body and chassis modifications etc and its just a step too far for the car at the moment.

Ill have a look for the overheating thread I unplugged the Hicas ECU last night and it made a huge difference to the steering effort so I plugged it back in.

I cant seem to find ARE coolers anywhere, you dotn have a link do you?

We ran the cooler in the middle simply because the bumpers moulded to take its height at that point. We could have fitted it to one side but we would have to seriously hack into the bumper or wed have lost the top few rows of the core. We did look at fitting it in the wheel arch but it was going to be a pain and the current position was an easy job. Theres no real way to get ducting to the cooler when its behind the intercooler. It will either work or it wont, we will see. The current position was chosen mainly because of ease of fitment. If it effects charge air temps adversely then we will stop being lazy and locate it in the inner wing Our tuner said the exact same thing as you guys, that its current position is a very bad idea but: A) He said that after we have fitted it B) Hes never tried a cooler in that position so dosnt actually know how it will effect cooling, hes just making assumptions. I will find out for sure.

Who makes 3.5" or 4" exhausts? For the R33 GTST in particular

We have had lots of problems with out Skyline overheating on track. We have tried a 19 row mocal oil cooler with no real sucess. We have fitted a Greddy radiator to limited sucess but still the car runs excessively high oil temps (130 degreesC) after 10 mins so we have got serious now. Out came the 19 row cooler sat behind the intercooler and in went a 34 row cooler right slap bang at the front of the car. It fits beautifully in the number plate recess and a quick trim of the bumper support panel gives plenty of room for the oil lines. Whether the cooler adversly effects charge air temps to any significant degree is unknown but we are fitting a charge air temp gauge so will know either way soon enough. In the meantime Im loving our latest mod

Weighty steering isnt a bad thing, I prefer it Kushil Abeysinghe, We dont see much of Germany, we just drop in through Belgium then a quick blast and we are at the Ring. No autobahns on the way http://www.multimap.com/map/aproute.cgi?cl...e_pan〈= We have been tot he Ring twice before, both times in an XJR Jag. Great car and a lot of fun but Im really looking forward to taking the Skyline, it whould be pretty mind blowing in comparison to the Jag We have been having overheating issues with the Skyline despite fitting a Greddy rad and 19 row oil cooler so we are now halfway through fitting a 34 row cooler right in the mouth of the bumper. Ill be bolloxed if the cars going to overheat with this thing fitted! Ill get some pics when its in later today, it should look really cool. And of course work well