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Showing content with the highest reputation on 05/19/2020 in all areas

  1. Warning: Much Text So at this stage my engine bay looked like this! Stock as, officer! Way back when I started this adventure, I looked into all the VSI 14 documentation as well as what was advised on the Vicroads's website in regards to engine changes. I attached the PDF from the website on the 25th of July 2019, EngineChange 25-07-2019.pdf but the relevant snip is below. A signed declaration from the registered operator you say... OR a VASS instead, and VASS Certified vehicles need no inspection... I actually called Vicroads to confirm this prior to starting, and took the name of the person (and their supervisor) that this was indeed the state of things. So I went to vicroads with my signed declaration, a printout of the website, the records of the calls I made (prior to starting, like a good citizen) as well as VSI information to prove that my modifications were less than the requirements of that document (i.e less severe) and should therefore be a good candidate for 'equivalent in power, mass and emissions standard' and can be installed without any structural modifications. I also had the emissions standards printed out, and lo and behold the LS1 is more EPA friendly than the RB, RB engines were never sold in Australia, so paying $4000 for a standard RB25Neo for a very cheap sedan is not practical when there's commodores everywhere, right? It should be noted that these terms used in the document on the vicroads website were not defined anywhere, at all, in any form. I went to Vicroads with this information and oh boy did I ruin someone's day showing up with this, because they were utterly caught out by this loophole and had no ground to stand on to reject it. In the end after talking to maybe 3-4 supervisors I had them all agree that while I met all the requirements for having the engine change pass, according to their website, they just flat out refused to do it "just because". I got all of their names down and for the sake of "All Vicroads should be the same" I went to another Vicroads, with the same information. However my experience at the 2nd Vicroads was very different, whereas they actually took the information they provided and effectively passed the car. Their attitude was "Well this doesn't seem like its normal, but all the numbers and documentation match up, make sense, and have been provided, so OK" Except when he went to hit "save" on the record, he found that the car's information had been locked by the first Vicroads Supervisor on Supervisor on Supervisor on Supervisor. I got names and details of everyone involved a second time, and decided to 'enquire' as to this discrepancy and all the time and effort I went through following their rules, attempting to do the right thing, given I also had records of calling before I started anything, and asked for a definition, again. The long and short of it from there, was again through many emails, the tone changed from "You're right, but no" to start talking about different rules all of a sudden and it would need a VASS. I went to take another screenshot of the Vicroads website, which had been updated as a direct result of my attempt to get this change through and the car registered. EngineChange 26-07-2019.pdf Again, snip below: TLDR: They changed the rules from 3 ways to swap an engine, to 2. Consolidating what used to be Option 1 and 2, and making a new "Change of engine scenario two" which basically says if its not OEM it needs VASS. I noticed this when they started referring to "Option 3" initially then started exclusively referring to "Option 2" in the same chain of emails. I thought about taking it to the Ombudsman because it was so very clear they changed the rules specifically due to me, who was following their rules prior to it and just didn't want to pass it to close a loophole they clearly didn't like because... performance car? Who knows... But then thought technically this would just be for the engine details anyway. There's kinda other things that would be covered by VASS codes I wanted to pass (Suspension, Gearbox, Brakes, etc) Luckily, before I turned a tool I also looked into what the VASS Engineers have to sign against, in my case NCOP3, 4, 5 attached as below (Engine, Transmission, Brakes) NCOP3_Section_LA_Engine_01jan2011_v3.pdf NCOP4_Section_LB_Tranmission_V2.0_01Jan_2011.pdf NCOP5_Section_LG_Brakes_V2_01Jan2011.pdf I was curious about suspension but it never applied. My Suspension passed a general RWC and the requirements for it which always boggled me when people never got RWC's for coilovers. The rules are obvious and easy to verify/test against. All of the NCOP for suspension is way beyond the scope of a set of coils. However given my car was now literally flagged by Vicroads I didn't want to take the risk of driving it anywhere. I consulted my new friend who did the weighing of the car for me as he is also a VASS engineering consultant. Effectively you bring the car to him, and he will Liase with the VASS people for you, or make changes to your car to make it pass. Luckily for me as I knew what the requirements were, the only thing he actually had to change was the mounting of 1 coilpack by bending a bracket 3mm. The dodgy speedo WOULD pass (it read from 40kmh.. and the test was at 40kmh but he knew the VASS certifier would definitely 'not like it') so this is where I got the Dakota box instead of the Jaycar literal piece of shit. There was however, one problem. Emissions. In code LA1 you have to prove that the emissions of the car have to be the same as the car the engine originally came out of. ECU's are outright banned. Not a problem, factory ECU. All emissions equipment (evap canisters etc must work) No problem, factory ECU/Factory devices. Fuel injectors must be OEM. No problem, factory injectors. Extractors/Manifolds are considered an emissions device. My stock airbox is stock for a RB25, not a LS1. f**k. Victoria (and NSW) mandate an IM240 emissions test in a scenario like this where things can still pass (i.e ECU no, Injectors also no, etc). Other, sensible states use an equivalency law (i.e a VASS engineer saying 'yeah she'll be right) OR the five gas test/idle test which is MUCH more relaxed. VIC and NSW require an IM240 which is what OEM Manufacturers must pass to sell cars in Australia. To boot, there were no IM240 testers in victoria since McLeod closed. A company called ABMARC have a contract with Deakin University to rent out their Vehicle test lab to do an IM240 test. This costs ~$2000. There are no refunds if you fail. You have to book 3 months in advance. Which is why no-one in VIC is getting full EPA's - The government cannot reasonably supply a test to confirm it. NSW however, do have a testing lab. I called them, and their IM240 testing facility meets the requirements for VASS - which are outlined. The test in NSW also costs $0. They needed to know a day in advance. I called and booked 2 appointments back to back, incase I got very close and could maybe change something? They were more than happy and awesome on the phone to deal with. So... off I went to satisfy the requirements for Vic law, I ended up doing to do a test.... outside of Victoria... to the "NSWroads" facility in Botany, Sydney. Armed with 4 cat converters and a laptop you best believe I f**king did a lot of road tuning up there for stop start conditions! Also, my car managed to get pretty reasonable fuel economy (better than a VY SS claimed figure..) This was also when I found out that my Aircon compressor absolutely shit itself so I had a nice 20 hour drive ahead of me with no Aircon. This later cost me about ~1500 to fix with a new compressor, new gas, and all that labor to get to the fking thing. But car drives great, I arrive in Syd with no other issues whatsoever. A few Sydney people notice the idle in traffic and point fingers and thumbs up - something I hadn't experienced in Vic. So the IM240 test itself is done on a low speed dyno, to some VERY stringent testing which lasts 240 seconds, hence the name. This is the trace they have to follow, and there are markers on the test which show shift to X gear here, etc. Because they were super nice, they let me inside .. with a laptop! to have a look and watch the test but asked I not take video or photos (other than the photos outside). I read from most that they usually shut the doors and you have to wait outside, but they invited me in and I got to see the whole thing. Here are the emissions standards that need to be satisfied: The eagle eyes would note that for NON R34's (i.e R33 and R32) the standards are actually a lot easier than a R34 is, at least Pre-97. So almost 4-7x less in terms of "easier!" depending on what is being measured. So the car goes on, and I have a heartbeat of approximately 300BPM for 240 seconds straight. And the car... fails. Specifically it fails the HC3 part which is for effectively raw/unburned fuel. The others are more than fine. What could possibly be causing that, unburned fuel? Oh I dunno, how about that aftermarket choppy cam when a lot of the test is spent idling or driving super slow? It should be noted that if it was a R33, it would have passed. The guys there graciously gave me a chance to hook up a laptop and tweak the tune to see if I could fix it on the fly, which took about 45 minutes of my 30 minute bookings (its 15 min per booking slot), and the result is as below: When he turned around and gave me the thumbs up following the above test I legit teared up a bit. Right on the limit is OK. Every year after my specific limits have a 'less than' element added to it, so that's how close it was! Pro tip for those at home: A cat converter can only convert gas... not unburnt fuel. As you can see from my results the actual GAS part was well under. The drive home was a lot of relief. Even if I didn't have aircon working. I took this to my VASS consultant friend and the whole thing got signed off on by the director of Abmarc, who didn't seem upset that I chose not to do the emissions testing through them after all.. Note to self, coilovers ARE legal in Victoria. Also note: So are Varex as they pass under the 90db limit. They can't be controllable by the driver, but they can be controlled by an ECU. Did I mention Varex have an ODB2 controller as well so you can program that? They just have to open in the last 33% of the rev range as the test is done at 2/3rd of maximum RPM. And this is how all those luxury bimodal exhausts pass the test, you can officially be at 200DB if you want, 1rpm higher than the specified test RPM for that engine. The more you know.. The actual testers (especially in NSW!) are pretty keen to get things passed. They know the laws right and know when they see things that pass them. Then, armed with my VASS Cert and Plate I went back to the original Vicroads and was oh so very, very satisfied to have the same inspectors have to re-inspect the car with 0 visible changes since the first time and pass it.
    3 points
  2. I had these on my R32 GTR about ten years ago. I didn't have the heart to chuck them. They would need a rebuild, the actuators might be useful to someone? Back when I built my car they were anyway. Best offers over $5? Pick up only, Kingston ACT.
    1 point
  3. The electrical connector is clearly attached to a knock sensor. The oil leak photo appears to have been taken with a potato. Get a better picture.
    1 point
  4. The rods have 75T in the cast number which indicates they are RB25 de or DET conrods. Will check my piston collection in the morning to see if I can help with the piston identification. But they look like N/A pistons.
    1 point
  5. It was really really helpful that I had the actual car on the dyno which shows a real time output of pollution (which is kinda cool, and tbh critical for this kind of thing). I ended up raising the idle and playing with ignition timing to effectively make the car idle smoother. Smoother, less choppy, more complete burn, more better-er. The initial result was something like 0.72g/km (triple the limit) and watching the data showed it was only the portions of the test spent idling that was causing any issue at all.
    1 point
  6. I'll tell you what worked for me which may or may not work for you. BM57 M/C Front 330mm D2 with 8 pot calipers Rear R32GTR brakes 297x18 with twin pot Sumitomos and high temp pads. These worked great on road and track. I can't think of a circumstance where you would need brakes as big on the back as on the front.
    1 point
  7. Masking tape eyyy... might try that on my next big date.. ?
    1 point
  8. Yep, that's why I prefer to ask what size turbo and what their MPH is if they have taken it down the 1/4 mile.
    1 point
  9. Here you go Dan: http://history.nissan.co.jp/STAGEA/M35/0110/index.html
    1 point
  10. See attached pictures, I never knew there was a light bulb socket in my glovebox until I pulled it apart today. I put a spare blue bulb in there and it's all wired up it works perfectly, but it doesn't do anything! The light goes nowhere as you can see there's 2 slots to clip on the mount where a tiny amount of light could shine into the the glovebox below but 99% of the light from the bulb just gets blocked by solid plastic. I took a scalpel to the plastic that was blocking the light and it works as intended now. I thought this was really strange, are they all built like that or does mine have a casting error in the plastic? this last picture is how it looks now I've removed some plastic. Shouldn't it have been designed like this?
    1 point
  11. Found an answer. It seems most of the suspension parts are the same as US G35 AWD. Source http://Partsouq.com
    1 point
  12. This is awesome! If I had a R34 I would be definitely on to this
    1 point
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