No Crust Racing

Bit of a tangent there lol but I really dgaf to split hairs about it, all engines fail or need to be pulled down for work at some point. All we're talking about is where that point is and how much power the engine made while it was being used, who gives a f**k really? I think Johnny will be ok, and if he's not, we'll be here for pics of the next build.

Builder is back on deck, has been lots of stuff going on his end - lucky there was no rush lol Decision was made to CNC the chambers, builder says; "The chamber's will make the engine much more efficient essentially, usually 4-5 psi less for same HP" "Torque gain would be 40-50nm" "Top end hp probably not so much, but far less chance of detonation so more stable timing map, it'll be far more knock resistant" All sounds good to me and not huge money, head has not had mounting surface machined yet so that will be adjusted to ensure comp lost is regained. Apparently the limiting factor for power/torque and longevity (given a suitable turbo) will be the block strength itself now. Extra work has been done in the bottom end on the mains, skirts, and to the girdle to tie it all together, but it's not sleeved nor are the coolant passages between cylinders "wedged", his view, based on what Nismo do/have seen, is that these are a false economy and cause more stresses in other places that then crack anyway. Seems like a hot topic, I see valid explanations and opinions from a number of good sources for and against so I'll go with what the builder reckons. I'm not aiming to run it at absolute max output anyway, the head room is there to ensure it can do what I want as easily as possible. Still on the fence about if I just sell the long block (buy a basic forged SR/do a basic forged rebuild on CA and then have a weekender as well) put it in Silvia, or put it in something like an 86 (or something else with a better chassis than the S13) etc etc. NFI how to really make that call so have kept putting it off until engine is here.

Sweet, post pics.

Huge already, but I have no interest in anything Honda. Rather stick with what I sorta know.

Because I felt bad enough swapping out the CA for an SR, let alone a Honda power plant. If that swap even happens.

I don't do insta, I'm more about youtube builds where the communities know the cars so well, and they are out and about so often, that it would be near on impossible to hide any "decent" breakage that wasnt just basic maintenance items/ or performance car living (I.E. if an axle breaks on a drag car I don't consider that an unreliable "car"). Just saying, the world has moved on from RBs/SRs etc in many ways and plenty of other engines are making the same/more power reliably (plenty aren't too lol). Says the man with an SR being built, couldn't bring myself to K swap.

At least you got on the track

Given we see 1000hp+ turbo LS stuff doing over 400 passes and over 20 thousand road k's , I don't see why not. At that power I'd call it reliable. All about how it's built and how it's used.

Dat weight distribution lol

25 is a lot of litres...

Too many hektik skids in Mexico.

Don't worry bro, in this market, with a fresh coat of paint and some rotas it's a 50k car....

That's not "terrible"

Don't forget WALNUT BLASTING + VANOS Issues lol Probs still gonna buy one at some point =\

Damn, that looks amazing.

Butt puckering moment for sure lol

Yeah a few factors there. So glad you were able to pull it up, good wheel work.

That's a question for your builder, they will all have their own opinions and you need to work with one you're comfortable with. Each of those comes in to play at a different point for different reasons imo. I have the plazmaman girdle, but did not go 1/2" studs or billet main caps as Dale said I wouldn't need it for this power. The 1/2" studs (for head and bottom end) are a hot topic in terms of the effect they have on the block and the liners (wedging is another topic), again discuss with your builder and the main caps are mainly at risk allowing crank walk at high RPM, which the custom work to the billet and block skirts is meant to eliminate so main caps should not be an issue. I did go "good" ARP bolts through out, as in L19 or CA625 where applicable, not the standard 2000s. Headstuds are the Mazworks ones (which I think are actually VW studs but just happen to be longer so they bottom out properly) and I opted to go built P12 VVL head (standard size supertech valves, but with the P11 stem size which is stronger and kelford valvetrain - beehive pecaloy springs, titanium retainers, and their VVL cams) and Dale's porting work on it. Of the people I have spoken to about DM who run his engines/have him do their work they all seem to be happy customers and I was encouraged by some of the data he shared with me from Nismo about how to keep SRs alive for extended circuit conditions, as in the little tricks/changes they make (which came with the Super GT S15 he had). Keep in mind the race series has restrictions that do not allow certain mods (like billet strokers) so some of that work might not be required for your 2.2L and tech has moved on plus I was not building for all out power, I wanted a wide power range and a decent service life. I'm only aiming for max 450rwkw which I'll only use for short stints, like hot lap/PB attempts etc and will likely run it at 350-400rwkw mostly depending on what I do with tyres/brakes. The engine is "apparently" good for 500rwkw, but the harder you work it the shorter the life span, there's only 4 cylinders and 2L to work with and I am not keen on regular rebuilds. I remember Dale wanting to me to hunt around for the last red top (with black rocker covers from a 180sx) or was it the last blacktop? Either way the main caps in those are the "best" factory ones so that's what I sourced. Naturally, billet caps are better again and PRP (working with Dale) have a one piece girdle/main caps combo now which didn't exist when I bought my shit (and all my shit has already been machined). I'm not sure how S15 blocks stack up and take all of this with grain of salt because I am yet to receive the engine and use it...

+ for Kelfords. Anything amiss with the tyre failure? How bad was the camber wear on the inside edge where it let go?

Shame to hear about the bottom end but as expected. New build sounds amazing, can't wait to see how it goes Is labour really that different that it offsets the freight on a build like that? My original quote and the costs so far at DM have been very reasonable IMO and there's been a fair bit of machine work as the head is built/ported and the bottom end has some custom work in it also.

Nah stopped looking, working on shed, roofing project for the house, and various other projects. Shed electrical supplies should be here today I think, plumbing supplies are there, trenching done, power from old shed to new completed shortly by my elec then I'll take it from there.

Slowly, he's been having some personal issues that have slowed down his builds. Last I checked he had done one of the chambers I think. I haven't been pushing him as I've had my hands full anyway and the engine being here will make me have to think about wtf I do with it.

To quote Brian O'Conner - "A lot has changed..." Mainly by discovery of fully hektik VVL head options and watching a lot of RB Silvia's at track days and not loving what I was seeing. Also, get fugged

Absolutely. No AC is a young mans game for 1.5hp gainz

I'm looking at this for the Silvia using HGTs stand alone. It "appears" on paper to not be that much more than CD009 conversion, but obviously with a little more work/complexity. As my car will only be a little 4cyl, I am hoping I can get away with the ZF8HP70 or 75. Flappy paddle last minute corner entry/exit changes would be pretty hektik though...