Jump to content
SAU Community

Bnr34 Revamp


Mckhenry
 Share

Recommended Posts

On the body side of things, leave it stock with a tuff set of rims Volk GT-C's spring to mind. The R34 is already a mean looking car, maybe add a vented bonnet for abit more of a tougher stance but the money you save on body parts you could put into your engine and driveline, a few k in fibreglass could be spent on adjustable suspension, brakes etc.

my two coin

Cam

P.S

be thankfull you own one, many of us dream of owning this car lol you don't need to go all out you have one of the best cars ever made already.

Link to comment
Share on other sites

Red R Racing charges around $2500 for a 26 rebuild with machine labour around the $2000-$2500 mark including cylinder head (mine was a little dearer as i had a hybrid custom engine built). They have around 25 engines currently in service and with an excellent reliability record. They are responsible for engine in the 1350hp Nitto R34 (dyno comp proven 1070hp at all four), their own 9 second street GTR and many others on here. Their quality of workmanship and attention to finer details is second to none. Ive personally seen engine bearings come out of their race engines on freshen up that still appear brand new with very little moly coating removed so the bearing clearances and oil grade selection for the application is nothing short of exact. They can arrange freight and even manufacture their own export standard sealed delivery crates. Quite a few workshops now outsource their engine work to these guys as they have proven to be one of the best options in this country. Paul is also a very handy fabricator and has recently started manufacturing their own lazer cut and tig welded 9 litre race sumps and lobster back exhaust systems.

I had my Nitto 30/26 built there and hasn't missed a beat having built a few engines myself over the years i know what it takes to get things right.

Link to comment
Share on other sites

On the body side of things, leave it stock with a tuff set of rims Volk GT-C's spring to mind. The R34 is already a mean looking car, maybe add a vented bonnet for abit more of a tougher stance but the money you save on body parts you could put into your engine and driveline, a few k in fibreglass could be spent on adjustable suspension, brakes etc.

my two coin

Cam

P.S

be thankfull you own one, many of us dream of owning this car lol you don't need to go all out you have one of the best cars ever made already.

Cool, thanks!

But insurance is paying for the body parts, the splitter and lower lip are being replaced along with intercooler, so there is some scope there to do some work.

Link to comment
Share on other sites

Red R Racing charges around $2500 for a 26 rebuild with machine labour around the $2000-$2500 mark including cylinder head (mine was a little dearer as i had a hybrid custom engine built). They have around 25 engines currently in service and with an excellent reliability record. They are responsible for engine in the 1350hp Nitto R34 (dyno comp proven 1070hp at all four), their own 9 second street GTR and many others on here. Their quality of workmanship and attention to finer details is second to none. Ive personally seen engine bearings come out of their race engines on freshen up that still appear brand new with very little moly coating removed so the bearing clearances and oil grade selection for the application is nothing short of exact. They can arrange freight and even manufacture their own export standard sealed delivery crates. Quite a few workshops now outsource their engine work to these guys as they have proven to be one of the best options in this country. Paul is also a very handy fabricator and has recently started manufacturing their own lazer cut and tig welded 9 litre race sumps and lobster back exhaust systems.

I had my Nitto 30/26 built there and hasn't missed a beat having built a few engines myself over the years i know what it takes to get things right.

Thanks, that is the second vote for Red R, will give them a call!

Link to comment
Share on other sites

+1 for anthony scali @ xpseed. What kinda of prices are they charging you to do it interstate, and how much is frieght?

Have had a chat to X-speed already, they are my current mechanics.

They are saying $6,000 in labour just to build the engine, hence why I am looking to Lewis Engines or someone like that.

But the costs from X-speed was pretty much as follows;

$1,100 pistons

$1,000 rods

$700 head gasket

$2,000 head overhaul only, no porting

$600 bearings

$800 gasket kit

$500 hose kit

$1,600 HKS oil pump

$6,000 labour

$2,500 Machining

Lewis Engines;

$12,569 plus $399 freight;

Block bored,honed,decked, cracktested, oil restrictors, Crank collar, cracktest,grind, blueprint clearances, microppolish

Acl comp bearings, JE forged pistons total seal rings, Spool h beam rods with arp 2000 bolts, Arp main and head studs

Steel 4 layer head gasket, Tomei oil pump, Genuine Nissan gaskets, Tomeii 264 cams, Springs step 2, Full recon head,refaced,guides,multi angle valve job,seals ,tappet adjustment, 300cfm port job –maximum, Hi octane hi vol race sump extension and baffles also mods to oil drainbacks in sump

Assembled complete sump to covers

Link to comment
Share on other sites

Red R Racing charges around $2500 for a 26 rebuild with machine labour around the $2000-$2500 mark including cylinder head (mine was a little dearer as i had a hybrid custom engine built). They have around 25 engines currently in service and with an excellent reliability record. They are responsible for engine in the 1350hp Nitto R34 (dyno comp proven 1070hp at all four), their own 9 second street GTR and many others on here. Their quality of workmanship and attention to finer details is second to none. Ive personally seen engine bearings come out of their race engines on freshen up that still appear brand new with very little moly coating removed so the bearing clearances and oil grade selection for the application is nothing short of exact. They can arrange freight and even manufacture their own export standard sealed delivery crates. Quite a few workshops now outsource their engine work to these guys as they have proven to be one of the best options in this country. Paul is also a very handy fabricator and has recently started manufacturing their own lazer cut and tig welded 9 litre race sumps and lobster back exhaust systems.

I had my Nitto 30/26 built there and hasn't missed a beat having built a few engines myself over the years i know what it takes to get things right.

You got any contact details for them??

Can't find anything useful on the web.

Link to comment
Share on other sites

You got any contact details for them??

Can't find anything useful on the web.

call paul direct on 0448822360

they built the cylinder head on the R34 that was recently on the cover of HPI, i believe this is an xspeed car also. Bakes R34 is another Red R special.

http://img16.imageshack.us/i/66330418.jpg/

http://img7.imageshack.us/i/76470055.jpg/

Link to comment
Share on other sites

there is adiffrence between screwing an engine together and the dude who does the machining

the person who does teh machining is the person to be praised as they make the assembler the person who looks good

simple fact

the person who tightens all the bolts jobs is to measure the shit out of it and check the machinists work.. a good one of these finds the issues before you even put it together

Link to comment
Share on other sites

there is adiffrence between screwing an engine together and the dude who does the machining

the person who does teh machining is the person to be praised as they make the assembler the person who looks good

simple fact

the person who tightens all the bolts jobs is to measure the shit out of it and check the machinists work.. a good one of these finds the issues before you even put it together

In most instances the machinist works under instruction from engine builder. Machinist generally has no idea of application and therefore has no idea where clearances need to be for every engine. Different brands depending on application can vary quite a few thou just in rb piston selection let alone bearing clearances which even the oil grade being used can influence. The completed package is a combination of knowledge and skill of both engine builder and accuracy of machining and measurement.

Link to comment
Share on other sites

i definately disagree

find a decent machinist and stick with them

eg roll up with parts

state if you want 400 or 800 hp or more

pay money pick parts up and screw it together checkin the his stated tolerances

if you telling the machinist what tollerences you need for your engine and what oil........ typically the engine builder has ben told by the machinsit before, has got a few engines running putting around running numbers at those tollerences and then the asembler tells eveyone what tolerances he likes on his engine and it was his idea

i guess it comes down to what snake oil you need to buy in the end

Link to comment
Share on other sites

i definately disagree

find a decent machinist and stick with them

eg roll up with parts

state if you want 400 or 800 hp or more

pay money pick parts up and screw it together checkin the his stated tolerances

if you telling the machinist what tollerences you need for your engine and what oil........ typically the engine builder has ben told by the machinsit before, has got a few engines running putting around running numbers at those tollerences and then the asembler tells eveyone what tolerances he likes on his engine and it was his idea

i guess it comes down to what snake oil you need to buy in the end

I think the key here gents is make sure the machinist and the engine builder are the same guy. I have always tried to do that in the past :thumbsup:

Link to comment
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now
 Share



  • Similar Content

  • Latest Posts

    • Maybe SAUNSW could see howany members would do a motorkhana day if Schofield's is still available for a reasonable price...
    • Skip the concrete, we just need to smooth a field. Mark knows how to drive a grader Duncan   I reckon 100x100 flat area for skid pan style, and then some sort tracks for rally... Duncan's already got a rally car on the premises to...
    • Well, yeah, the RB26 is definitely that far off the mark. From a pure technology point of view it is closer to the engines of the 60s than it is to the engines of the last 10 years. There is absolutely nothing special about an RB26 that wasn't present in engines going all the way back to the 60s, except probably the four valve head. The bottom end is just bog standard Japanese stuff. The head is nothing special. Celicas in the 70s were the same thing, in 4cyl 2 valve form. The ITBs are nothing special when you consider that the same Celicas had twin Solexes on them, and so had throttle plates in the exact same place. There's no variable valve timing, no variable inlet manifold, which even other RBs had either before the 26 came out or shortly afterward. The ECU is pretty rude and crude. The only things it has going for it are that the physical structure was pretty bloody tough for a mass produced engine, the twin-turbos and ITBs made for a bit of uniqueness against the competition (and even Toyota were ahead on the twin turbs thing, weren't they?) and the electronic controls and measuring devices (ie, AFMs, CAS, etc) were good enough to make it run well. Oh, and it sounds better than almost anything else, ever. The VR38 is absolutely halfway between the RB generation and the current generation, so it definitely has a massive increase in the sophistication of the electronics, allowing for a lot more dynamic optimisation of mapping. Then there's things like metal treatments and other coatings on things, adoption of variable cam stuff, and a bunch of other little improvements that mean it has to be a better thing than the RB26. But I otherwise agree with you that it is approximately the same thing as a 26. But, skip forward another 10 years from that engine and then the things that I mentioned in previous post come out to play. High compression, massively sophisticated computers, direct injection, clever measuring sensors, etc etc. They are the real difference between trying to make big power with a 26 and trying to make big power with a S/B50/54 (or whatever the preferred BMW engine of the week is).
    • Is the RB26 actually that far off the mark? Honestly from where I'm sitting a VR38DETT is not actually that much more advanced than the RB26. Yes, there is a scavenge pump on the VR38, it's smarter in a number of ways but it's not actually jumping out to me as alien technology. Something like a B58 or V35A-FTS on the other hand has so many surprising little design features that add up to be something that just isn't comparable. 
×
×
  • Create New...