Gav

I reckon you'd need to do a sh!t load of kms before they wear out. I tend to blow up motors or bend my cars before I wear out cam gears!

Workshop dust grey with a factory black under there somewhere (6 months now is it?)

Nice work Mark - as posted above I reckon this is just a tast of the potential. With a 1.6 60', I'll assume you were fairly brutal on the launch?

If you haven't already got an aftermarket ECU, I'd consider dropping them off altogether if you can find a competent Wolf tuner in Sydney. A pair of Z32 AFMs will be around half the cost of the Wolf ecu. If you already have a PFC, the RB20 units plug straight in and should have (just) enough headroom for your power goal. Good luck.

V nice!! Maybe R34 Bayside Blue?

Just make sure that it is anodised and not just painted as it will chip lile hell. I painted the mesh in my old S15 black for the stealth look, but no matter what paint I used it kept chipping off.

Now I'm worried!

Yer Steve - expected so, just a case of "wanting my cake and eating it too"

SK Short of a stroker crank, is there anyway of spooling them up a little earlier (i.e. fattening the power curve a little)? Do you expect that the HKS tubular exhaust manifolds will help with this? Head porting, bigger pipework, lower resistance IC? 5 to 8.5 k rev range is still street/track useable, but fattening it towards the low end will obviously make the car a lot more tractable. Cheers Gav

Dohh....sorry, not paying attention (of course 6 speed). not considering a single throttle body conversion?

Pretty similar to what I have - encouraging. Any reason you used 5th for the dyno run? I't looks like the run was finished before the power dropped away too much - what were the revs at end of the run? Good luck with further development - I'll be watching with great interest!

I had the collapsing rubber intake problem with my old S15. Cable ties seated in the grooves (assuming the R34 has a grooved rubber inlet) usually sorts out this problem.

Congrats Mark I've got a pair of these on the way from Japan and hope to achieve similar results. As per two.o6l's request, what cam specs and head work has been done? Factory exhaust manifold? Factory plenum and throttle bodies? Cheers Gav

The OS 3 litre engines seem to be the choice atm for serious competition

I'm not going to argue over semantics, my point in the above statement was about restoring (cranks for example) to design strength. In otherwords, removing or correcting flaws. Good science and engine reliability are not divorced. Ciao

two.O6l Actually nitrogen, it will be a solid at that temp. I'm far from a guru, but this IS within (or very close to) my field of qualification and 16 years post graduate experience. I wouldn't belittle, nor presume to know better, your profession. skylinegeoff You sound like the one who can give a more definitive answer as to the benefits of cryotreating. I am familiar with heat treatment of steels (although my qualification is a primary metallurgist, and not a secondary metallurgist), particularly when correcting incorrectly quenched castings. The re-heating and controlled cooling allows for even crystal/grain formation and allows for internal stresses to be evenly distributed. As you will know, machining may be required after this treatment due to movement. Now, cryotreatment, as I understand, is a bit of a black art with many claims made by the companies who perform the service. The trouble is that I haven't been able to find much published by independent parties as to the benefits. Again, I don't believe that strength is added, rather that internal stress sites are relieved, and thus restoring maximum (and uniform) strength. If you have any references, I would be interested in finding out more. I am considering getting my freshly prepped block and brand spankers crank done. Cheers Gav

two.O6l Actually nitrogen, it will be a solid at that temp. I'm far from a guru, but this IS within (or very close to) my field of qualification and 16 years post graduate experience. I wouldn't belittle, nor presume to know better, your profession. skylinegeoff You sound like the one who can give a more definitive answer as to the benefits of cryotreating. I am familiar with heat treatment of steels (although my qualification is a primary metallurgist, and not a secondary metallurgist), particularly when correcting incorrectly quenched castings. The re-heating and controlled cooling allows for even crystal/grain formation and allows for internal stresses to be evenly distributed. As you will know, machining may be required after this treatment due to movement. Now, cryotreatment, as I understand, is a bit of a black art with many claims made by the companies who perform the service. The trouble is that I haven't been able to find much published by independent parties as to the benefits. Again, I don't believe that strength is added, rather that internal stress sites are relieved, and thus restoring maximum (and uniform) strength. If you have any references, I would be interested in finding out more. I am considering getting my freshly prepped block and brand spankers crank done. Cheers Gav

Oh....this is good. two.O6l - so what are you saying - nasa has redefined absolute zero? You cannot get colder than this point, which I stated above is minus 273 Celcius. gtst25's statement of minus 300 is physically impossible, and therefore incorrect. I also have a problem with the claim of 300% strength increase, particularly if this number is from the same source as the minus 300 Celcius. Cryogenics can offer good advantages for cast and forged steels. The very cold temperatures do indeed offer a slight increase in hardness (not to be confused with strength), however the big advantage is in stress relief through a solid metal body that may have been introduced during the manufacturing process. Personally, I think that it's not a bad idea and quite cheap insurance, particularly on cranks and blocks (i.e. large metal volumes). Forged pistons and rods, by the very nature of the manufacturing process, are already stress relieved, and therefore unlikely to benefit for the treatment to the same extent. I am in Bulgaria as an expatriate Metallurgist from Australia. Whilst I am presently working on a copper concentrator/smelter, I have previously worked on a iron/steel smelter. I think that I know what I'm talking about in this case.

Oh dear - absolute zero is at minus 273 Celcius. Perhaps everything in Zoom (or your recollection of it as above) isn't totally accurate? There is plenty of information on the net about the use of cryogenics and the (perceived) benefits of strengthening engine parts.

???

I read on the Nengun site that turbo parts only attract a 3% duty - is this correct?

Nice terbs and good response from what I hear - post a dyno graph when you get them on and tuned.

Thanks Steve

Hmmm......terb choice is now getting difficult for the R after the build-up. Has anyone fitted the large Apexi low mounts - AX53B70-21 to a GTR before? I'm guessing that they are somewhere near GT-RS in performance. Please give me some feedback.

Nice result Can you post the dyno graph? What are the exact specs on the Garrets?