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My Super Gt Nismo S15 - Gt300

DMM
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DMM Apprentice

DMM

Posted
Posted
So decided to buy myself a new track car.


Car no. 2 of 3 built by Nismo (autostaff were contracted to fabricate to Nismo design).


The car was raced during the 2001/2002 season in Super GT Japan - GT300 class.


Unfortunately the car was plagued by bad luck and engine failures, but still managed to be 3rd in the championship both years. (in 2001 suspension failure cost them a DNF when in the lead and on points the championship, 2002 a tyre failure cost them in the same situation)


I will update the thread with infomation and data as i go. keep an eye out for it at WTAC this year!


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DMM Apprentice

DMM

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Will be updating with pics soon - you can also keep an eye on the facebook page: https://www.facebook.com/dmmsydney

It will be competing this year - entered in Pro-Am class! Engine is half built atm (i just need to pull my finger out and finish it) then all thats left is fit gearbox and kick it over!

Edited by DMM
DMM Apprentice

DMM

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Heres some pics of the engine build and associated things:

P12 SR20VE outer springs with 16ve inner springs. N1 retainers (16grams each!!) and special cams from the Nissan motorsport shelves.

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Custom CP pistons - 86.5mm, teflon style skirt coatings, ceramic top coat - few other trick things done underneath - but no pictures of this ;) - Weight is 299/300grams per piston.

Special NISMO I beam conrods with titantium bolts. Weight is 455 grams each.

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Exedy Hyper carbon clutch - managed to grab this from some old stock a friend in Japan had kicking around. Couldnt turn it down at the price he offered me!!

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Some port and polish work on the VVL head. Ive actually much further ahead than this point as its almost read to go, but it does give some idea.

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For this car the turbo has to be pretty crisp and responsive, but still give enough up to. Its a pretty hard stretch. We will be racing the car in various forms of motorsport, so having all top end is not really beneficial except for time attack. The turbo we are doing in house and is really a bitsa, and a little experimental.

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BakemonoRicer Grand Master

BakemonoRicer

Posted
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Looks cool man, however very very suprised you are sticking with a T25 housing....?

Really thought you would of ran a GT30 T3 series turbo.....I doubt a T25 will bring out the goodness in the VE head especially when it has massive N/A ports...

DMM Apprentice

DMM

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What's the transmission it runs?

And what about block preps? - or are you going billet goodness?

Hi mate,

We are doing a few trick things to an OEM based block, although not an original/standard road block. Preferably wont be posting too much info for what we are doing in the way of preps, but it will be strong enough. Dry sump of course.

DMM Apprentice

DMM

Posted
  • Author
Posted (edited)

Looks cool man, however very very suprised you are sticking with a T25 housing....?

Really thought you would of ran a GT30 T3 series turbo.....I doubt a T25 will bring out the goodness in the VE head especially when it has massive N/A ports...

Hi mate,

We chose to steer away from most of Garretts range because of the dependency to generate HP through high high pressure ratio's up near the 30+PSI range. Garret just didn't suit our application which is quite unique.

There are a few factors we have to target with this car:

  • Reliability and efficiency across a wide powerband for endurance racing.
  • Most likely a restrictor fitted for GT or other category events.
  • Fuel economy and temperature reduction.
  • Super crisp response/torque for door to door racing.

When planning the engine it was always a goal for 550-600HP, and we could have done this through low comp/high boost and moderate camshafts. The problem with this is that your top end can really struggle up top for engine balance and also need plenty of fuel to offset the temps up high rpm to keep the power coming. Using the VE cylinder for us wasnt job for flow numbers, but the fact we can flow the same amount of air for lower temp and pressure, and much greater economy and better timing control for reduced temps. Although that housing looks small (its from an IHI) we have actually managed to fit a 60 odd mm turbine blade in there and squeezed plenty more flow with some multi axis milling. The choice for a more compact housing was to offset the large camshafts so we could still have some response down low and juggle the flow up top. The computer says we can get 700CFM with this setup through the turbo - time will tell how well it applies.

So for us the goodness of a VE head doesn't just come from flow numbers and peak HP. We want a giant fat power band, that even under light load and part throttle delivers bucket loads of torque. This is something a DET head cannot do.

Edited by DMM
DMM Apprentice

DMM

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Do you mind if I ask how you found that chassis for sale and a ball park on what it cost?

This is going to be awesome :D

Ive been chasing it for a long time. Always used to watch racing back in high school.

Vehicle was advertised for 130k EURO.

No Crust Racing Grand Master

No Crust Racing

Posted
Posted (edited)

Wow, that's near on 200k AUD

Do you think you could have built a comparable chassis for less or was there an element of nostalgia in this?

That aside, it looks amazing and I wish more people built Silvia's as grip cars.

My little cheapo s13 punches well above its above its weight for the power and tyres.

This will be a monster :D

Edited by ActionDan
DMM Apprentice

DMM

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Started ripping into things in the last 24hours. Pulled arms out for the sphericals that need attention. Mocked up engine to fabricate engine mounts soon also. Just going over everything to make a general list of whats needed to be done. Shocks i am going to pull out and rebuild/revalve as they are currently setup for something crazy like 1350lbs on the front springs.


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