Quiet Achiever

Thanks again I have passed the info on to the workshop and having it all followed up. Certainly looks like there is a reasonably simple fix only problem is when talking with High Octane they swear there is only one bucket available and every body else says there are at least two. I spoke with someone at Croydon Racing (did not get the name) but he was very helpful. Fingers crossed the thing will be fixed shortly.

Further update From what I have been told now is that the Intake side is perfect running about a 1.7 mm shim but the exhaust side currently has a shim around 4.6 mm. The head is using the Tomei 270 Pro Cams and Tomei "valve lifter set" (buckets) part number 163005. From what we have discussed it seems that we need to find an alternative bucket (??Jun??) to suit the low base circle cam. It was mentioned that Croyden Motorsport? may be able to help but I cannot find the number. The only other alternative mentioned so far was to pull the head off and re cut the exhaust valve seats to lower the valve. Any further ideas or sources of supply greatly appreciated Regards

Sounds like a RB26 head would have been easier however the RB25 motor and head combination was producing most of the goods really really well and in fact better than a similar RB26 motor. All I was trying to do was to gain some additional reliability (given that the bottom end was very well built and at the time the head was pretty standard with the exception of cams), couple of hundred extra revs and whilst doing the head revision change cams to bring power on just a bit earlier. Any other ideas that I can pass on greatly appreciated....I am starting to lose my passion for motorsport at the moment

You are right ....bit of a pickle is an understatement....all of a sudden the engineers and the workshop are starting to use terms like ....."oh this is R&D work" reading between the lines it is looking like the 12 / 20 warranty (12 seconds or 20 metres). So far I am trying to keep it civil by trying to find possible solutions that I believe they will act upon...fingers crossed. I will pass on the contact as a starting point....thankyou

Thanks so far every one To the best of my knowledge the shims have ended up around 25 thou but I will have to check. I had already heard that Tomei did supply something different (We have the Tomei product installed) and were then told another version existed...however after waiting 4 weeks the same product has arrived and now I am told it is the only one available. Does that give you any more to work with? If I can I will try and give you part numbers later tomorrow. Thanks so far

To any body that can help...please....this is the driver talking so forgive me if my explanations are a little layman Have just spent thousands converting the head to solid. From what I have been told the engineering has been done to accomodate mostly R34 GTR solid components. Included in the build were new cams, valves, springs, lifters, shims, guides etc etc. In other words nothing was meant to be dodgy. Having completed the job, dynoed the car then out to the track the car immediately felt like it was towing a caravan....ended up finding that it had dropped the shims. Went back and re measured clearances and found a small amount of settling...went back to engineers who promptly tried to get bigger (thicker) shims to close the clearances. Shim supplier told them no way...you cannot install shims any thicker. From what I am told the lifter and cam combination makes the lifter go too far down past the oil squirters wherever they are and the caps cannot hold the thick shims. So far the only fix I have been given is to reduce the revs from 8200 down to who knows. As you can imagine...this does not please me as I was able to run the same revs with normal head in the past. Can anybody assist who has problem solved this before....one other fix suggested was to have custom made caps built to accommodate the thicker shims and hold them more securely....all other people have said it has never been done before...and I find that hard to believe. Any help greatly appreciated Thanks

We are having success with our dry sump set up so far with 3/4 of the season complete. 3 scavenges from the sump, none from head, oil pumps through cooler to filter to motor and back to tank after going through an in line filter before landing in the tank. Tank holds about 15 litres of oil (Redline ouch $$). Biggest and most difficult job was fabricating the bracket on the Left side of motor and arranging for a machine shop to modify the harmonic balancer to add the pulley wheel. Good luck...the peace of mind is brilliant and with the vacuum created we seem to have almost solved the top end oil problems even when the car does a 15 lap flat out race.

Problem solved.... For those interested they are Z31 300ZX non turbo shafts.... Found the info too late and ended up having two shafts custom made...thats motor sport I suppose. Cheers

Thanks guys for responses so far. We have one possibility that it might be a 300zx but not 100% sure yet until picked up. If anybody can still identify make and model that would be fantastic. Cheers

Hope someone can assist here as I have searched everywhere including drive shaft manufacturers and wreckers and cannot match the shaft or find CV joints. The shaft is in my Nissan R30 Skyline used for racing in WA and the end photographed goes into a long nose R200 mechanical LSD. When compared to R33 and Silvia shafts the one we have is thinner and shorter All guidance greatly appreciated. Regards

Not a new fastest lap time but still a milestone Nissan R30 (Listed in results as 31) Pole Position against gaggle of rotaries, unfortunately the team of rotaries played rugby with the Skyline punting us off and broke a half shaft in race one. No spares so that was the end of us. Lap times are a bit slower than usual as the track was wet in two key areas. http://www.natsoft.com.au/cgi-bin/results....09/2007.BARB.Q3 Cheers

Maitland Performance Fabrications designed and built the space frame, hubs and cage. Fantastic workmanship and attention to detail but boy do you pay. Under no illusions that Tony will be easy to beat...close to 30 years of car development and history have gone into his current car as far as I am aware. We are concentrating every part of our efforts on achieving maximum driveability and power down characteristics because if there is one thing to see in the Alfa Chev it does not matter if he is on or off racing line the car just squats and goes, however having raced against him in different classes his car is not quick at just before corner apex and just after...it is when it straightens up that it puts every bit of power to the ground. Thanks for the comments...the photos don't really do the car justice. Chhers

Yes it is for the National Aus Sports Sedan Series and will hopefully be completed by the end of this year. Motor will be the RB25 that is currently being run in my DR30 with a much wilder tune than current. Using the RB25 due the multiplier factors to work out final capacity as we think the weight should come in at 950-990 kg with driver. Yes they are Penskes all round. All I can say is I dont think I will ever ever take on a project like this again but it is so far past the point of no return that we just keep on going. Car has been designed and built with only one purpose and that is to hopefully beat Tony Ricciardello in his Alfa Chev. A very big ask but we are going to try very hard.

New_rear_and_side_020306.doc Oooooops wrong attachment lets try again

Photo_collage_18102006.doc Here is a version of a Silvia under construction. Cheers

As one writer said after a while it simply becomes habit. When you consider the correct technique for tarmac driving and cornering being to brake first then down change the double clutch down change makes no time difference whatsoever. The benefits are a smoother ride, less wear and tear on the gearbox, no compression lock. Certainly for street driving it is probably a marginal call doubling from 4th to 3rd but always 3rd to 2nd or 4th to 2nd. In racing applications you would never think of not doubling and in fact is an important part of passing the observed driving test to gain a racing licence. After that you start to play with flat changing and left foot braking...a whole new tutorial on the left foot braking pros and cons.

Sure cannot keep any secrets here...Have tried to upload photos without success, will try again shortly Cheers

With the horsepower and control tyres / rim size 235/45/17 on 8 inch rims and Toyo conrol tyres we have no chance of holding it flat...the crest sends the car sideways if you dont lift off and then the entry / braking for the left hander is VERY messy...yes the off's have been very messy...especially when you try and fit three cars through there side by side...lots of tears. I also love "Nameless" corner...the right hander after the left hander going up the hill. You know you have nameless right in third or 4th when the rear left kicks up dust just dropping of the edge of the track and then you hold your breath heading down the hill into Kolb.

Yes there is a big lift off through the esses as the car starts to turn right over the crest and gets quite light before straightening to brake and take the left hander. The esses are great fun and very challenging to get right and oooh so fast. Sometimes I wish the esses went for longer

Here is an example of a WA Skyline that goes pretty well. Same story with the dollar spend...nice small house in the country comes to mind though.

Marginally off topic but thought you guys might like to see the 62.59 Barbagallo Long Circuit Skyline in action in a reverse grid race. Car went from 18th to 2nd in the race. Hope you like it Cheers http://scrawa.com/gallery/videos/2007/scc07r2/scc07r2.html

Hi guys....jeeez you just cant hide anything on this site The reason amongst a whole heap of things ( including first outing with a new motor and change of final drive ratio plus newly dry sumped and scared stiff that the belt would fall off) for the quick time in the handicap was a clear track, no dicing for the first few laps and me with a real attitude that said 62 or go home...Dicing is still a problem for the car as we have massive brake knock off problems and at those times there is not a lot of time to left foot pump, pump, pump. Also made a couple of minor suspension adjustments (Penske adjustable shocks on the rear) and knocked the cold tyre pressures down to 20 on the rear and 22 on the front. Hope that helps. Car runs 1320 kg on 8 17 x 8 inch rims with control Toyo tyre. Still got a low 62 maybe high 61 but seperately need a close ratio box rather being soooooo gentle with the standard RB25 box. Cheers hope the above helps

New time for Barbagallo long circuit as reported by Natsoft timing in the Autumn Cup race meeting 20th May. 1.02.59 DR 30 Skyline RB25 single turbo cams, pistons, rods, GREDDY plenum, 65 mm throttle body, dry sumped.

RIP one 260Z with RB25 at Barbagallo in 2001 Coming over the crest of the hill in 5th at about 225kmh and still wheelspinning when a very nasty Commodre driver on slicks tagged my back bumper, turned me around backwards, rear of car air borne and into the only bit of cement wall running in the opposite direction to the track. Result 260Z half a metre shorter, 60litres of Avgas pouring onto the ground, rear hatch lexan found 100 metres away from the car, roll cage welds cracked at every point, tunnel looking like a tissue box that someone trod on, driver unharmed and walked away....bloody angry though... Car plasma cut into three pieces and sent to the scrap yard

Thanks Mitchy for the offer, I think I can sort out the rubber mount problem, it is more important for me to find the brackets to save having to fabricate from scratch. Thanks again though