Jump to content
SAU Community

Is this going to reduce legacy GT-R prices?

Liquid Swords
 Share

Recommended Posts

junkie Mentor

junkie

Posted
Posted

I always thought that US buyers want the authentic "JDM yo" experience of getting a GT-R out of Japan. 

Exporting a car from Oz just won't have the same appeal to the murican buyers. It may happen once the cars become really scarce but since they are mass produced there is no real shortage (not including the limited edition stuff of course) 

Steve85 Mentor

Steve85

Posted
Posted
Thanks. Say, if most of the GTRs move out of Japan to elsewhere, to Aus. for example, then the supply in our domestic market will inherently increase and we'll then become a mini Japan / home for these cars (just for the sake of saying).
If this happens, then why do the prices need to be so high in the Oz market, where what's happening in Japan isn't relevant to our market to an extent. In the end, it appears that all of these prices are then being driven by US peeps who have the cash to go out of their way to get these GTRs, when the 25 year rule or whatever starts applying to these cars. Some V-Spec R34 GTRs appear to be listed at almost twice their realistic price.
I think I just need to stop crying and accept the fact that I'm not going to own one ?
Ok... you've given me a bit there. My two cents (and i dont know much, i work in IT) If Australia holds a stock of GTRs greater than that of Japan, this will change the market slightly.

What won't happen is a price adjustment down. You need to assume that all the GTRs have been bought out of Japan due to demand. Whether that is investor based or owner based. This increase in demand will have seen prices rise throughout the process, so GTRs have never been more expensive (in this thoeretical situation).

What happens next would be a change of primary source for stock. Instead of buying out of Japan, some people will take the cheaper option of buying from Australia.

This will continue until the buyers of GTRs get too old and run out of money/csre factor. One of the big driving forces behind prices is whose buying them. It's people like me, who wanted one when I was 18 but could never afford it.

A good example of this is Australian and US muscle cars from the 60s and 70s. Yeah they're cool, but i don't want one. My dad wants one (or did want one). The GTR is my Falcon GTHO or Monaro. People like me are driving up prices (sorry).

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
Go to topic listing


  • Similar Content

  • Latest Posts

    • MBS206
      Help Understand GTT Boost Setup

      By MBS206 · Posted

      First up, I wouldn't use PID straight up for boost control. There's also other control techniques that can be implemented. And as I said, and you keep missing the point. It's not the ONE thing, it's the wrapping it up together with everything else in the one system that starts to unravel the problem. It's why there are people who can work in a certain field as a generalist, IE a IT person, and then there are specialists. IE, an SQL database specialist. Sure the IT person can build and run a database, and it'll work, however theyll likely never be as good as a specialist.   So, as said, it's not as simple as you're thinking. And yes, there's a limit to the number of everything's in MCUs, and they run out far to freaking fast when you're designing a complex system, which means you have to make compromises. Add to that, you'll have a limited team working on it, so fixing / tweaking some features means some features are a higher priority than others. Add to that, someone might fix a problem around a certain unrelated feature, and that change due to other complexities in the system design, can now cause a new, unforseen bug in something else.   The whole thing is, as said, sometimes split systems can work as good, and if not better. Plus when there's no need to spend $4k on an all in one solution, to meet the needs of a $200 system, maybe don't just spout off things others have said / you've read. There's a lot of misinformation on the internet, including in translated service manuals, and data sheets. Going and doing, so that you know, is better than stating something you read. Stating something that has been read, is about as useful as an engineering graduate, as all they know is what they've read. And trust me, nearly every engineering graduate is useless in the real world. And add to that, if you don't know this stuff, and just have an opinion, maybe accept what people with experience are telling you as information, and don't keep reciting the exact same thing over and over in response.
    • joshuaho96
      Help Understand GTT Boost Setup

      By joshuaho96 · Posted

      How complicated is PID boost control? To me it really doesn't seem that difficult. I'm not disputing the core assertion (specialization can be better than general purpose solutions), I'm just saying we're 30+ years removed from the days when transistor budgets were in the thousands and we had to hem and haw about whether there's enough ECC DRAM or enough clock cycles or the interrupt handler can respond fast enough to handle another task. I really struggle to see how a Greddy Profec or an HKS EVC7 or whatever else is somehow a far superior solution to what you get in a Haltech Nexus/Elite ECU. I don't see OEMs spending time on dedicated boost control modules in any car I've ever touched. Is there value to separating out a motor controller or engine controller vs an infotainment module? Of course, those are two completely different tasks with highly divergent requirements. The reason why I cite data sheets, service manuals, etc is because as you have clearly suggested I don't know what I'm doing, can't learn how to do anything correctly, and have never actually done anything myself. So when I do offer advice to people I like to use sources that are not just based off of taking my word for it and can be independently verified by others so it's not just my misinterpretation of a primary source.
    • Ozdavroz
      My 1975 C110 Skyline Restoration

      By Ozdavroz · Posted

      That's awesome, well done! Love all these older Datsun / Nissans so rare now
    • MBS206
      Help Understand GTT Boost Setup

      By MBS206 · Posted

      As I said, there's trade offs to jamming EVERYTHING in. Timing, resources etc, being the huge ones. Calling out the factory ECU has nothing to do with it, as it doesn't do any form of fancy boost control. It's all open loop boost control. You mention the Haltech Nexus, that's effectively two separate devices jammed into one box. What you quote about it, is proof for that. So now you've lost flexibility as a product too...   A product designed to do one thing really well, will always beat other products doing multiple things. Also, I wouldn't knock COTS stuff, you'd be surprised how many things are using it, that you're probably totally in love with As for the SpaceX comment that we're working directly with them, it's about the type of stuff we're doing. We're doing design work, and breaking world firsts. If you can't understand that I have real world hands on experience, including in very modern tech, and actually understand this stuff, then to avoid useless debates where you just won't accept fact and experience, from here on, it seems you'd be be happy I (and possibly anyone with knowledge really) not reply to your questions, or input, no matter how much help you could be given to help you, or let you learn. It seems you're happy reading your data sheets, factory service manuals, and only want people to reinforce your thoughts and points of view. 
    • joshuaho96
      Help Understand GTT Boost Setup

      By joshuaho96 · Posted

      I don't really understand because clearly it's possible. The factory ECU is running on like a 4 MHz 16-bit processor. Modern GDI ECUs have like 200 MHz superscalar cores with floating point units too. The Haltech Nexus has two 240 MHz CPU cores. The Elite 2500 is a single 80 MHz core. Surely 20x the compute means adding some PID boost control logic isn't that complicated. I'm not saying clock speed is everything, but the requirements to add boost control to a port injection 6 cylinder ECU are really not that difficult. More I/O, more interrupt handlers, more working memory, etc isn't that crazy to figure out. SpaceX if anything shows just how far you can get arguably doing things the "wrong" way, ie x86 COTS running C++ on Linux. That is about as far away from the "correct" architecture as it gets for a real time system, but it works anyways. 
×
×
  • Create New...