13/11/2024: Current Specs for R34 GTR

Overview & Quick Specs @ 13th November, 2024

• Engine: 2.6l I6, single turbo
• Horsepower (bhp) and Torque (Nm): 513whp& 451lb/ft.
• Top Speed: 180mph
• 0-60 mph: 4s.
• Weight: 1666kg
• Transmission: V160 – 6 speed

Detailed Specifications & Modifications

• Engine & Performance:
  • Intake: Rajab Racing RB26 Intake Manifold and Pipercross Intake
  • Exhaust: 3.5 Tomei Titanium.
  • Forced Induction: 6 Boost manifold with Pulsar G30-770 and 60mm wastegate.
  • Fuel System: ASNU 1050cc with Walbro 400lph pump.
  • ECU: Emtron KV8, running Throttle Mass Flow
  • Other: Tomei 260 poncams, with 9.15mm lift
• Drivetrain & Transmission:
  • V160 with Exedy Twin Plate Carbon Clutch.
  • Stock front, with Cusco rear differential.
• Suspension & Brakes:
  • Suspension: Ohlins Road and Track Premium Suspension
  • Brakes: Endless pads, and OEM discs on standard calipers.
• Wheels & Tyres:
  • Rays TE37, 18×9.5+12 all round
  • Michelin Pilot Sport 4S. 265/35/18 all round.
• Aero & Body:
  • Mutlistage machine polish with and ceramic coating by Detail and Protect.
• Interior & Tech:
  • Corbeau RRB seats with Luke harnesses.
  • Momo Steering Wheel
  • Joying Android Headunit.

The post R34 GTR | Latest Specs first appeared on BlownByTwins.

The R34 GTR did get some attention, it got plenty of it. Under the spotlights, the Emtron livery popped, the Rajab Racing Intake and Pulsar G30-770 Turbo were on full show. It looked fantastic. I might be biased but I think it was the best Skyline there. Certainly the best R34 GTR. But, yes, I am biased. Very.

The car was dropped off the day before, and I arrived thanks to Ana around 10am, and had a great time looking at some of the spectacular looking cars there. Some are show queens, some, like mine, are street driven and well loved and others are somewhere in between.

I do love the differnet takes that people take on their cars. Seeing all different influences from Japanese, to euro, to American. The aggressive road car look really does it for me, but that’s not to say I’ll ignore the stanced look – it’s just not for me.

Thanks to everyone at The Ultimate Show for a great event, and maybe see you at the next one.

The post The Ultimate Show Liverpool first appeared on BlownByTwins.

How was it? Mega. Honestly. The car is now so eager to go, it’s ridiculous. And smoother. So much smoother. The drive by wire is a revalation when it comes to the responses and driving of the car. On the move, it is just so eager to boost! It feels like it’s chomping at the bit all the time. It’s not scary, but it’s fun – and even though there’s not a huge increase in peak power at the top end, the extra 400-500rpm reducution in spool rpm makes it a much better road car. Read about that here.

What was the show like?

Well first of all, thanks to North West Mustangs, who had a spare space on their stand for me to jump on the end and get me in. But it started off wet, very wet. So, I sat in the car and watched Netflix for 30 mins until the worst of the wind and rain passed us by, then it brightened up and warmed up quite quickly, and we could get on with enjoying the show.

I WON!*

Well, I did, and I didn’t. I was awarded Best High Performance Car, but I had to leave before the awards were handed out, so the runner up was awarded the trophy in my absence. But the first real show of the year and I’ve got a first place, which makes the hours of research, the planning and orcehstrating of moving the car, fitting and mapping, the collecting, etc. It makes it all worth it. I’ll have to go back to Leyland Festival in 2025 to defend my title, which isn’t really mine!

So many people were so complementary about the look of the car, the less is more look. Some people like the gaudy look for attention, but it’s never really been my thing. I prefer the less-is-more look and let the car do the talking. The stickers from Stickers at Car Shows really help the car pop though. Thankfully the judges felt the same.

Engine wise, the car is done. I won’t be doing anything else to it. Externally, it goes for a front end respray in a couple of days. Interior will need a couple of panels replacing as they’re showing signs of wear and I want a steering wheel with some controls on it for the Emtron to take full advantage of it’s functionality. At the moment, we’re just locked into a single map until I decide which keypad and/or steering wheel suits me best…

The post Leyland Show 2024 first appeared on BlownByTwins.

• Rajab Racing Intake Manifold
• Emtron KV8 ECU
• Radium Fuel Hanger Nissan Skyline Late R33 & R34
• Nissan RB Twin Cam – Race Series CAM Trigger Kit
• Outsider Garage R34 DBW Pedal
• Bosch 74mm DBW
• Rework of the catch can
• Replacement breather hoses

I was kept completely in the loop as ever by both Lee (for the mechanical side) and Mike for the mapping side, and it’s turned out beautifully.

Rajab Racing Intake Manifold

Well, being the nerd I am, I like to have the car modernised where possible, and lets face, it safety is flexibility is key. And looking through the ECU logs, the amount of trimming that had to do be done when tuning on the ignition map on the stock intake was crazy. So to kill two birds with one stone, I decided to change the intake and go Drive By Wire.
The Rajab Manifold is doing exactly what it said it would. Better turbo response, more power through the whole rev range and no sacrificing of low end torque like the short runner manifolds. The Drive By Wire gives us more safety controls, better torque management and CRUISE CONTROL.
The downside is the cold side of the intercooler piping needed a reworking and the catch can piping. Not the end of the world, but it’s not plug and play like the Nismo – although it doesn’t profess to be, but it’s cheaper and better But is it worth it? Absolutely. And it looks sexy, doesn’t it!

Emtron KV8

After the removal of the Link G4+ ECU, the Emtron KV8 gave so many more options and flexibility to the car. It’s allowed the intake to be fitted with the DBW throttle, and to move the map away from the ITB/MAP merge to a true VE and Throttle Mass Flow, like how the modern OEM manufactuers calibrate their cars. Efficiency is key! ATESSA control will be dialled in at a later date…
I’ve now got so many strategies to play with, much better safety and CRUISE CONTROL! So when I go on my trips away, I can actually rest my leg for the journeys on the motorways/authobahns/etc. I’ll report more on this after more miles in the car. Read more here.

Radium Fuel Hanger

When the fuel pump was upgraded, we noticed that the fuel pump hangar was looking like a bit of a disaster, so we decided to upgrade it properly. The Radium Engineering fuel pump hanger replaces the entire factory fuel pump assembly inside the Nissan fuel tank. It can be configured with 1 or 2 fuel pumps, I just chose a single Walbro 400 for my needs, I can always upgrade at a later date should I need. The pump is suspended down in the bottom of the tank, similar to the stock fuel hanger. From there, they feed through polyamide nylon tubing to the top hat.

The factory Nissan fuel level sender and low fuel switch are reused so full functionality is retained. A venturi jet pump is integrated into the top plate and provides means to draw fuel from the opposite side of the fuel tank.

Race Series CAM Trigger Kit

Anyone who’s tuned an RB knows one thing: the OEM trigger system (CAS) is CRAP. It has issues at higher RPMs, the timing can drift due to belt stretch. After talking with Mike @ SRD, I went for PRP‘s Race kit, with a 36-2 Crank kit. It uses a MoTeC ‘reluctor’ type sensor and a MoTeC Camshaft ‘hall effect’ type sensor, a completely sealed sensor with external plug system.

This has been proven on many 1000bhp cars, so my 500whp affair won’t be a bother. The nerd in me like that it will provide 3 times more data than the 12-1 tooth system and infinitely more reliable than the OEM. It’s basically a Supra set up! Controversial statement…

Outsider Garage R34 DBW Pedal

The final part of the equation was the DBW pedal. I found lots of options for R32 and R33, but the guys at Outsider Garage came up trumps for me. They quickly checked against a car they had in the premises and reported first hand that it worked. So I ordered the bracket, pedal and loom. Perfect. If only everyone was that easy to deal with. Bolted in, with lots of wire to allow it to be wired in neatly to the Emtron.

The car is now right up there with the modern way I wanted it. Now, I have to think of what’s next for it.
Do I do more, or do I get a Supra and start a fresh journey… Tuning never stops!

The post R34 GTR – June 2024 Tuning Updates first appeared on BlownByTwins.

How was the car?

In short, mega. The Lambda Sensor issue aside, it was totally different to the last trip. The power out of the corner was there, I didn’t have to wait for 5000rpm. If I had to downshift, it was 1 gear, not two. From 3000rpm there was usable power, but by 3500rpm it was singing. I actually kept the car on low boost just to enjoy it, 0.8bar, around 400bhp, it was plenty for the twisties! Don’t get me wrong, I did up the boost to 1.6bar on more than one occassion when the weather and the roads allowed.

The clutch was also a revelation, soft, progressive but gripped like a teenage boy when it needed too. Epic.

I can’t wait for the next road trip now with the new ECU, intake and drive by wire. Let’s have some fun.

How was the trip?

Rik from slap! does a staggeringly good job, he has a dedicated photographer in a chase car, plus his able assisstant, Dom, in the Yaris GR (amazing car!). The group is made up of eclectic mixes of people and cars from any all walks of life. The driving standards are high, too, which leads to a confidence in the group, and the radio chatter always promotes a giggle.

The routes are curated by Rik and the hotels are vetted prior to any trip, making it a great trip. Cars are parked in safe places, whilst we indulge in some lovely food and drinks, talking about the days activities.

Roll on 2025.

The post Scotland – April 2024 first appeared on BlownByTwins.

We get the car on the dyno and Mike (the mapper) does a brilliant overlay video for me, and we notice that the fuel pressure is dropping as revs/boost increase. The car didn’t go lean, but it wasn’t a good sign. Watch the video below and check the 4th bar down, the yellow fuel pressure one…

New fuel pump time! This is why I love SRD. They saw the problem had the right part in stock and just gave me a quick call to verify I was ok to do it. Boom. Two hours later, it’s back on the dyno, new fuel pump installed, and no falling fuel pressure. Perfect.

Remember when modifying your engine, especially older ones, to monitor as much as you can. Without monitoring fuel pressure, we’d not have seen this early warning sign and the pump could have failed on boost or heavy load and caused potentially heavy damage to the engine.

The post The Importance of Data first appeared on BlownByTwins.

So, I wanted to reduce the lag on the car, and turbos caused the lag, so I had the perfect opportunity to fix that. So I did.

The Shopping List

• Single Turbo Manifold from 6boost
• Pulsar G30-770, 1.01AR
• Pulsar 50mm External Wastegate
• ID1050x injectors from Injector Dynamics
• 260/9.15mm cams from Tomei
• Twin Carbon Plate Clutch from Exedy
• Silicone hoses from SFS Performance
• Airfilter from RamAir Filters
• Lots of maintenance parts from JDM Garage
• All fluids and filters provided by Opie Oils
• Installation by M K Auto Repairs and Tuning
• Link ECU Calibration by SRD Tuning

Out With the Old (Turbo), In With the New

Whilst the car has always been epic fun, it’s never really been to my standard, not that I’m a snob, but if you’re going to drive something hard, it needs to be right, and I’ve never know exactly what was on the car and what wasn’t, so this was the perfect time to go over it and give it some history.

Removing the HKS GT2530 turbos shows that they weren’t HKS GT2530 turbos, but they were Trust T517Z turbos. Not too much of an issue, as they still performed very well when it was on boost.

Next was the removal of the Nismo Clutch, which wasn’t as a Nismo Clutch, but an HKS GD Max Pro clutch. Part Number: 2604-SN001, which took some finding! The Nismo clutch was meant to give out at 500ish bhp, and we thought that this build would kill it, so I bought the Exedy. On inspecting it though, that clutch wil take the expected power, so it wasn’t vital that I changed it, but I did anyway. Better to be safe than sorry.

Finally, the Nismo 800cc injectors that came out weren’t Nismo 800cc injectors, can you see a pattern? They were Greddy 660cc injectors, which explained the high injector duty for the given power we were making on the previous setup.
But thankfully, everything else seems to be right. The Blitz Intercooler is the Blitz Intercooler, the Ohlins suspension is Ohlins Supension, etc

Part of putting my stamp on the car is the colours. I can’t do red on a car, just doesn’t agree with me, so the cam covers and spark plug covers were all painted QA1 white to match the car, with some blue lettering to match the SFS Performance Hoses kit. Mega.
Over the course of a month, the guys at MK Auto meticulously inspected everything. I had the engine mounts replaced, the gearbox mounts, the busings for the gearbox, all of the seals and gaskets, the sump baffled and new gasket. It drives like new.

I had the car road tested to prove that everything works with no leaks and no issues, and we saw exactly that. It was then time to have it shipped to SRD Tuning for Mike to work his magic. The difference is staggering. Boost threshold on the road has gone for 5000rpm to 3200rpm. Power has increased slightly, torque is the same. The off-boost response with the lighter flywheel and cams is insane. It loves to rev. It loves to go! Have a listen. The turbo has the T51R mod and the gate comes alive at 4000rpm. The G30-770 is the perfect street turbo for the RB26.

Thanks everyone, more to come to make this the best R34 I can. Keeping it classy and purposeful.

The post Single Turbo Upgrade first appeared on BlownByTwins.

Anyways, the time has come to make this car my own, put my stamp on it. Make it period correct, but also improve it and make it more modern where appropriate, right?

Parts going in …

• 6boost manifold
• G30-770 with T51R mod
• 50mm wastegate
• ID1050x injectors
• Tomei Poncams
• SFS Performance Hoses
• Fluids and Filters
• Tomei baffles for the sump
• Head drain kit

What will this give me? Well first off, it’s not more power, but it is more available power. The HKS Twins are amazing when they’re on boost, but coming out of a slow 2nd gear corner, they feel like they take 3-5 business days to spool. 2000rpm to 5000rpm with little to no boost before they hit is a long time.

The G30-770 should be bulding some boost at 2500, and have reasonable boost by 3500 and full boost by 4000-4200rpm (the dyno will see how far out my man-maths is!), so I’ll have more power accessible in more places, but no additional peak power. Or, for those who know, I’m gaining torque.

What else? Well, noise. Anyone who’s heard a T51R turbo will know about the whistle, it was synonymous with big singles in the 2000s. And that’s what this car is. A 1990s-2000s monster. Reponse and noise, that’s two good improvements. What else? Fuelling. The injectors in the car now are fine, but old. They’re based on the 1990s-2000s tech, and injectors have moved on so much since. Listen to this podcast from High Performance Academy on just how much they’ve changed in the recent years.

CAMS! Every engine needs to breathe better, right? These Tomei Poncams are drop in replacements, meaning they don’t need any machining to upgrades. They’ll allow more air in, which means more fuel, meaning more power. But how? They have more duration and more lift. Boiling it down, more lift means it’ll open the valve more, meaning more air gets in, meaning more torque. More duration means it’ll open more. Meaning that that it’ll breathe better in the top end. Given the 260 duration, it won’t affect low end much, if at all, but the turbo replacement will more than make up for that.

The SFS Performance hoses are a mainteance replacement. The OEM hoses on the car are aging now and can become brittle, so why not replace them and not only improve the look but also reduce the risk!? Right? Oh, and naturally, I’ve gone for blue.

What are baffles? Well, the RB26 suffers from oil surge. I can happily rev the car in 4th gear from 2000-7750rpm and the oil pressure will increase to about 5.5bar. Do that in 2nd gear and the increased G force will drop that to 3bar. Not terrible, but not great either. And whilst we are doing all this, we’ll get the baffles in the sump to prevent that and help the oil stay near the pick up.

Head drain? What’s that. The RB26 has an all too common issue of excessive oil build up in the head area. This problem is especially evident when the engine has a high volume oil pump installed, I won’t yet, but I’d like to be safe and help the engine breathe anyway. Whether you look at this as an oil drain or crankcase pressure relief system, there is no doubt that it is a highly beneficial product on any RB. I’ll have that returned to the sump.

I could be talking absolute gumf here, but once it’s been on the dyno, I’ll report back and we’ll see. Hoping for some power between 2500-4000… Excited!

The post The R34 GTR Upgrade Path first appeared on BlownByTwins.

My usual bunch of reprobate mates were there, at least the nothern ones, and we had an EPIC time – and more importantly, the R34 was sensational. Absolutely sensational, it stayed with a very competently driven M3 Competition, which was only 4 weeks old at the time of the trip. Staggeringly good for 22 year old car, and 25+ year old design, against the best of the BMW lineup in 2023.

The trip unofficially started with a meet up at the Lancaster House Hotel, suffice to say, was a quiet and tranquil setting until we arrived (atrocious prices in the restaurant by the way!). Food and drink was flowing and laughs were being had, until the urge to have an ice cream came over a few of us. Thankfully Paul doesn’t drink, so we hopped in the Ta-Ta-Tekniks Audi, complete with remap and buggered turbo and set forth to find a Sainsbury’s Local. All I’m going to say is that we got lost, did a three point turn in the University grounds, got our Magnums and laughed about how his turbo sounds a little bit like Ric Flair.

But the first true morning was great. The excitment was building and everyone was set. The weather was typically that of northern England, but we didn’t care. In the car park was a perfect mix of cars and company. Aston Martin V8 Vantage F1, V12 Superleggera, Yaris GR, BMW M3 Competition, Porsche Boxster 718, 991.2 GT3, etc. It was brilliant.

Departing to the north, we convoyed keeping to a steady speed limit … ish … and stopped up at Abington, and the usual ribbing took place. We were filled up and emptied out if you know what I mean, ready to hit the twisties.

What followed was a perfect run across the roads to our first night at the Athol Palace, a lovely, stately home looking hotel that can only be described as fur coat and no knickers! Incredible to look at, scenic grounds, theatrical entrance to an seasoned foyer. Bar and restaurant are both well appointed and comfortable. The rooms, though, are crap. Make no bones about it! The bed was so hard I slept on the floor as it was softer, and the water pressure was so bad, that it makes my dog’s sneeze seem like a cannon. But, the company maketh the night, as ever.

Early rise for the meat of the trip Glenshee and out to the west coast, to Garve. Not Algarve, just Garve. My favourite road in Scotland. Braemar is stunning. Sweeping bends, great visibility for the RB26 to sing. 8000rpm through the gears, twin turbos helping my fuel out the tank, always a pleasure…

The third day took us back out south through Aviemore (shout out to a previous hotel, The Macdonald Aviemore Resort, where paint comes off in your hand and the night storage heater only works in the day). And down some more incredible views, more fuel, more boost, more revs, more smiles and more laughs. Another shout out to Martin, who according to legend, is just departing Abington Services at this point.

The A82 is amongst my favourite roads because it has everything. Undulations, camber, long bends, fast bends, viewing areas. Everything. The best part of the viewing areas is hearing your mates arrive from 1-2 miles away because of how the noise carries. If you can only drive two roads in Scotland, it’s this and the Old Military Road of Braemar.

Before we knew it, we were on our final day. A good feed the night before, where Eddie consumed 95% of the bread in Scotland, or so it seemed, with a few drinks in the bar to round off a spectacular trip. We had a good breakfast and took scenic route back to our finishing point at Abington (for me) and Gretna (for everyone else). Some of the roads that slap! seems to find are just amazing, and I’m not going to tarnish that by publicising them on here, but they’re roads that not many others will know about and they’re not common knowledge and certainly not part of the NC500. They’re better.

It was a wonderful trip with the slappers and it was time to go home – all too soon it was over.

The post Scotland ’23 with Slappers! first appeared on BlownByTwins.

1. Increased Precision: Modern fuel injectors feature more precise and accurate fuel delivery. Improved manufacturing techniques and tighter tolerances ensure consistent fuel flow rates and spray patterns, resulting in better fuel distribution among the engine cylinders.
2. Higher Flow Rates: Fuel injectors have been developed to provide higher flow rates, allowing for increased fuel delivery. This is particularly beneficial for high-performance engines that require a larger volume of fuel to support higher horsepower outputs.
3. Enhanced Atomization: Atomization refers to the process of breaking down fuel into tiny droplets for optimal combustion. Modern fuel injectors are designed with advanced nozzle designs and multiple spray holes to achieve finer fuel atomization. This results in better fuel-air mixing, improved combustion efficiency, and reduced fuel consumption.
4. Advanced Materials: Fuel injectors now utilize advanced materials that offer improved durability and resistance to clogging. These materials can withstand higher fuel pressures and are less prone to corrosion and deposit formation, ensuring consistent and reliable performance over extended periods.
5. Integrated Electronics: Many modern fuel injectors feature integrated electronic controls, allowing for precise fuel delivery timing and duration. This electronic integration enables more accurate fuel control based on engine load, speed, and various operating conditions, resulting in optimized fuel efficiency and performance.
6. Direct Injection Technology: Direct fuel injection has become more prevalent in modern engines. Instead of injecting fuel into the intake manifold, direct injection systems deliver fuel directly into the combustion chamber. This approach offers advantages such as increased fuel efficiency, improved power output, and reduced emissions by precisely controlling the fuel-air mixture.
7. Variable Injection Strategies: Advanced fuel injection systems now incorporate variable injection strategies. These systems can adjust the timing, duration, and number of fuel injections per combustion cycle, allowing for optimized fuel delivery based on engine demands. Variable injection strategies contribute to improved power, torque, and fuel economy.

The Injector Dynamics ID1050x injectors are highly regarded in the automotive performance community for their quality and performance. Here are some key features and characteristics of the ID1050x injectors:

1. Flow Capacity: The ID1050x injectors are designed to provide a high flow rate of fuel. With a flow rate of 1050 cc/min at 3 bar, these injectors are suitable for high-performance applications that require increased fuel delivery to support higher horsepower outputs.
2. Precise Fuel Control: Injector Dynamics is known for their precise flow matching and quality control. Each set of ID1050x injectors undergoes a rigorous calibration process to ensure consistent and accurate fuel delivery across all the injectors in the set. This precise fuel control helps optimize engine performance and fueling accuracy.
3. Excellent Atomization: The ID1050x injectors are engineered to provide excellent fuel atomization. The injector design and internal components promote finer fuel droplet formation, leading to improved fuel-air mixing and combustion efficiency. This contributes to enhanced power output and throttle response.
4. Compatibility and Fitment: The ID1050x injectors are available in various fitment options to accommodate a wide range of vehicles and engine configurations. They come with different connector styles and plug-and-play adapters for easy installation in different fuel rail setups.
5. E85 and Alternative Fuels: The ID1050x injectors are specifically designed to handle alternative fuels, including E85 ethanol. They have been engineered to provide consistent and reliable performance when running high ethanol content fuels, allowing enthusiasts to take advantage of the increased knock resistance and potential power gains offered by E85.

The post ID1050x – upgraded injectors first appeared on BlownByTwins.