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Showing content with the highest reputation on 05/20/2020 in Posts

  1. Had same issue - but did something about it.
    4 points
  2. Hey! bought my first skyline a few months ago, pulled the engine out to rebuild and mod with the intentions of a quick street car i can take to track days as well. Just lookin around the site to learn more, and hopefully attend some NSW cruises and stuff when the cars on the road again... cheers!
    2 points
  3. Wow really? I don't think I would like a sump resting on, or chafing on, the subframe like that. Ironic that you would put a dry sump in for ultimate reliability in oil supply, and then let something like this through.
    2 points
  4. Looks like 18/19 July, might not be cancelled. Round before in Grafton at long weekend looks like no chance.
    1 point
  5. 1 point
  6. For the sake of not leaving a dead end thread incase anyone with my similar lack of knowledge ever comes looking, NZ-GTT is correct about the blue plug with brown and blue wires, it is from pin 108 and is 'canister purge valve control signal'. The black plug with blue wire, white trace and brown wire is from pin 104 and is 'variable air intake control solenoid valve control signal (rb25de)' or 'turbo pressure control solenoid valve control (rb25det)'. So obviously you can use pin 104 as your MAC valve signal from your aftermarket ECU. The pinouts etc that KiwiRS4T were on point for the pinouts etc.
    1 point
  7. Thanks mate! That was exactly what I was thinking needed to happen. Unfortunately the owner is going to run with the spacers as he has been reassured there wont be a problem
    1 point
  8. Give me the car, and after a session of Wakefield I will cause that sump will split open.
    1 point
  9. That's the sound of mechanical shit beating itself to death. I cannot believe that you have driven it that way for 3 years.
    1 point
  10. The pistons are series 2 R33 N/A pistons if they were turbo pistons the stamped number would be 21U.
    1 point
  11. like that? or is the GT30 going to push air into the GT42 ?
    1 point
  12. 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
  13. Sounds like you need one of these badboys to sit on your trolley jack circle... allows you to lift from the 'pinch' points. Search around on ebay...
    1 point
  14. 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.
    1 point
  15. Also don't forget the nos, 2 of the big ones. The ford boys will be frothing. I love a good moo mang and this sounds like it's gonna be awesome and drop epic sick skids. Please upload skid vids when done. We love skids around here.
    1 point
  16. 1 point
  17. I came in here to post something, but, for the life of me, I can't see how I can say anything that would be useful.
    1 point
  18. Its a 2 door but i do have all the original bits and pieces. And i started building it long time ago when they werent worth as much, but i know what your saying.
    1 point
  19. New Aim MXP Strada dash arrived last week. Can't wait to get it put in and running. Will be able to have speedo on there now and also bonus of deleting my current boost gauge and trans temp gauge. I ordered a Mako dash surround as well, so just waiting for that to turn up before I can put it in. Should make the interior a lot cleaner and also have all the extra things I need to see infront of me
    1 point
  20. And a year down the track, another follow up. The UAS arms have not done well. They work, when new. But after 10000km of daily driving they have "stretched" so that the centre pivot that provides the equivalent flexibility of the GK-Tech arms now allows the arms to bend (instead of just twist) at their centre point. The amount of sloppy motion that this permits in the suspension is just gross. The car was really quite scary to drive. Very vague, as you'd expect. So, the GK-Tech arms went back on yesterday. As soon as they were bolted up you could tell that the suspension upright's movement was being controlled properly. No wild wiggly slop. First drive this morning - much better. Clearly the UAS arms were allowing quite a lot of random upright twisting, which affected toe angles and camber in the middle of every load change. So, my vote's still with the GK-Tech arms, by quite a long way. Even when they suffer some wear in a rod end they won't allow as much slop.
    1 point
  21. Have been working two jobs to try & get this puppy on the road. It's looking like I'll get it towed to TRP towards the end of this month. As the focus is a nice streeter / track day machine I do think once tuned it'll be boost limited to conserve gearbox/bottom end.
    1 point
  22. The R32 GTR manual has all the wiring diagrams you could ever want. it is freely downloadable all over the place.
    1 point
  23. R34 GTT Rb25det NEO Stock Cams Nitto Pistons and Rods. 9:1 CPR HyperGear ATR45SS-1 Turbocharger ID 1500cc injectors Twin Walbro 525L fuel pump Adaptronic Plugin ECU Greedy Profect B EBC 600x300x81mm PWR Cooler kit 3inches turbo back exhaust 4inches intake pipe with Pod Split fire coil packs Twin pulse manifold and twin 40mm gate. Car made 523rwkws @ 35psi, E85 fuel. With 250rwkws @ 4000RPM.
    1 point
  24. So the most impatient wait for any car part went on here, for a Varex muffler that came from Sparesbox honestly pretty cheap and pretty fast. I previously had 2x Magnaflow 3.5in mufflers, one as a mid and one as a rear. This was quiet enough for a Turbo setup but clearly not anymore. Because I am a 5 year old, I asked that we made the rear muffler detachable so I could swap the Varex out with the Magnaflow one for the track because.... 5 year old.... Also, the tip isn't stock. The guys there made a new one and welded it onto the varex to make it neat and sit flush with the rear bumper. I never asked them to do this, they just..... did it out of the kindness of their hearts. You may remember from page 1 (probably) that once upon a time my wiring looked like this: ….when setting up my Auto transmission ECU to work correctly, and use the wheel and shifters to manually change gears. The good news is I learned that the switches on both sides of the wheel are shared (one up, one down) and that they are momentary switches. These buttons remained unused for years, things like antilag etc could have been done other ways. Boost up/down I never used, cause I did boost by gear and had racelogic for traction control. I considered replacing the steering wheel for a manual one for awhile, but NO, finally there was a use again, and this occurred! video-1560494721.mp4 Jesus christ what a shit quality video, but it was revolutionary at the time! At this point in the story I had something resembling an actual car that I could drive, and was monumentally happy, and 90% worried something would break, even though it was left idling for quite some time, AFR's seemed fine, ECU was talking to Laptop and ODB2, nothing was leaking, but always concerned as to how good a quality map was actually loaded in there to begin with. So lets just say the drive home was part really awesome and part extremely stressful, paying wild attention to every gauge, as well as any light whatsoever as I was pretty confident I was driving the most illegal car in Victoria home... but combined with the unknown tune (seemed pretty decent actually) and stock suspension in the car it wasn't really able to be pushed, but I was glad to get it home in the end. Next step, run in the engine, tune it properly/learn how the fkin ECU works and start plans to get the suspension back in/swapped and start the path of talking to Engineers and hopefully finding out that all that work done wasn't just a complete waste of time and money... And because the above video is so shit, I recorded another one today because Coronavirus. One thing I have learned about the V8 is how loud the engine is, as opposed to the exhaust, but it still makes a pretty decent difference, and can see/feel the restriction it has as the AFR's go from 12.8 to about 10.8 under full load. The biggest difference was going to the Varex muffler itself, as far as Mufflers go, even when fully open it does a decent job of muffling compared to the Magnaflow one.
    1 point
  25. We did another run on the dyno the next morning no changes to the tune and went 908rwhp. Put a couple degrees timing in and went 912rwhp on 33psi. Friday I got my new varex muffler on. Really surprised how quiet it is closed up its weird ? decided to get it turned down so you can't really see the valve easily. Thinking about painting the inside black so it hides it more. Need to get it pushed back to the bumper a little bit as it sits under the car too far. 20200417_172400.mp4
    1 point
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