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.

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.

Intake Camshaft:

• Duration: Approximately 240-242 degrees
• Lift: Around 7.8-8.0 mm

Exhaust Camshaft:

• Duration: Approximately 236-238 degrees
• Lift: Around 7.8-8.0 mm

The Tomei Type B Poncam camshafts are aftermarket performance camshafts designed for the RB26DETT engine.

Intake Camshaft (Tomei Type B Poncam):

• Duration: Approximately 260 degrees
• Lift: 9.15 mm

Exhaust Camshaft (Tomei Type B Poncam):

• Duration: Approximately 260 degrees
• Lift: 9.15 mm

When comparing the Tomei Type B Poncams to the stock camshafts found in the Series 2 R34 GTR with the RB26DETT engine, several technical improvements can be observed. Here’s a breakdown of the enhancements:

1. Increased Lift: The lift of the Tomei Type B Poncams at 9.15 mm exceeds the lift of the stock camshafts. The higher lift allows for increased valve opening, resulting in improved airflow into and out of the combustion chamber. This enhanced lift contributes to better overall engine performance.
2. Extended Duration: The Tomei Type B Poncams have a duration of approximately 260 degrees, which is also longer than the stock camshafts. Duration refers to the amount of time the valves stay open during the engine’s intake and exhaust strokes. With an extended duration, the camshafts can maximize air intake and exhaust gas expulsion, promoting improved efficiency and power output.
3. Enhanced Powerband: The combination of increased lift and extended duration offered by the Tomei Type B Poncams results in a broader and more effective powerband compared to the stock camshafts. The engine can generate more power across a wider range of RPM, allowing for increased acceleration and responsiveness throughout the entire rev range.
4. Improved Airflow: The higher lift and longer duration of the Tomei Type B Poncams contribute to improved airflow dynamics within the engine. This enhanced airflow enables better cylinder filling during the intake stroke and efficient evacuation of exhaust gases during the exhaust stroke. The result is improved volumetric efficiency, which directly translates into increased power and torque output.

The post Poncams – Camshaft Upgrade first appeared on BlownByTwins.

Compressor Side:

• Compressor Wheel: The G30-770 is equipped with a high-performance compressor wheel designed for maximum airflow. The exact specifications of the wheel may vary, but it typically features an inducer diameter of around 58mm.
• Trim: The compressor wheel trim is usually specified as 84 or similar, indicating its size and design characteristics.
• Housing: The compressor housing is meticulously engineered to provide efficient and unrestricted airflow, optimizing the performance potential of the compressor wheel.

Turbine Side:

• Turbine Wheel: The turbine wheel of the G30-770 is designed for high-performance applications, typically featuring a diameter of approximately 68mm. This larger wheel size allows for increased exhaust gas flow and higher power potential.
• Trim: The turbine wheel trim is typically specified as 84 or similar, highlighting its size and design for efficient exhaust gas flow.
• Housing: The turbine housing is designed to handle high exhaust gas temperatures while maintaining optimal flow characteristics. The 1.01 A/R (Area/Radius) turbine housing is commonly used with the G30-770 to achieve a balance between low-end response and top-end power.

Specifications:

• Boost Pressure: The G30-770 turbocharger is known for generating substantial boost pressure. With proper supporting modifications and engine tuning, it can produce boost levels of approximately 2.5 bar (36.25 psi) or more, depending on specific application and setup.
• Power Output: The G30-770 is designed to support high-horsepower applications. It is capable of producing power outputs ranging from 700 to 800+ horsepower at the wheels, depending on supporting modifications, fuelling, and tuning.
• Response and Spool: The larger size of the G30-770 turbo and the 1.01 A/R turbine housing may result in a slightly slower spool compared to smaller turbos. However, the combination of a larger compressor and turbine wheel provides excellent top-end power and performance.

Here’s the table with the approximate maximum airflow in pounds per minute (lb/min) for the pair of HKS 2530 turbochargers and a single G30-770 turbocharger at a pressure ratio of 2.5 bar absolute:

From this, the G30-770 should be able to provide an extra 10lb/min over the 2530s, which is nearly 100bhp.

Here’s a comparison table with approximate RPM ranges for the G30-770 turbocharger alongside the HKS 2530 turbochargers:

So, the G30-770 should be spooling anything up to 1000rpm earlier. Hopefully more when you take into consideration the upgraded cams that I’ve gone for. With no additional peak power, I’ll have more power in more places, more of the time, resulting in a quicker car point to point. Ready for the next slap! Adventures trip to Scotland

The post The G30-770 first appeared on BlownByTwins.

Compressor Side:

• Compressor Wheel: The HKS 2530 features a high-performance compressor wheel with an inducer diameter of approximately 46.5mm.
• Trim: The compressor wheel trim is typically specified as 56T, which indicates its size and design characteristics.
• Housing: The compressor housing is engineered to provide efficient airflow and features a compact design suitable for various engine bay configurations.

Turbine Side:

• Turbine Wheel: The turbine wheel has a diameter of approximately 53.8mm, optimized for quick spooling and strong mid-range torque.
• Trim: The turbine wheel trim is often specified as 62T, indicating its size and design for efficient exhaust gas flow.
• Housing: The turbine housing is designed to handle high exhaust gas temperatures and provide optimal flow characteristics. It commonly utilizes a T25 flange, compatible with many aftermarket exhaust manifolds.

Specifications:

• Boost Pressure: The HKS 2530 turbos are known for delivering impressive boost pressure levels. They are capable of producing around 1.5 bar (21.75 psi) of boost, depending on supporting modifications and engine setup.
• Power Output: With their efficient design and moderate-sized compressor and turbine wheels, the HKS 2530 turbos can support power levels of approximately 400-450 horsepower at the wheels. However, it’s important to note that power output will vary depending on other factors such as engine modifications, fuelling, and tuning.
• Response and Spool: One of the standout features of the HKS 2530 turbos is their quick spool and excellent response characteristics. These turbos are designed to minimize lag, providing strong mid-range torque and responsive acceleration.

The post HKS 2530 Twin Turbos first appeared on BlownByTwins.

The Nissan GTR, a legendary name in the realm of high-performance sports cars, has captivated enthusiasts around the world with its relentless pursuit of speed and precision. In this technical article, we delve into the history of the 2001 Nissan GTR, tracing its origins and highlighting the significant differences between earlier models of the R34 GTR. Join us as we explore the evolution of this iconic powerhouse and uncover the engineering marvels that brought it to life.

A Glimpse into the Past:

To fully appreciate the significance of the 2001 Nissan GTR, we must first step back in time and explore its predecessors. The GTR lineage dates back to the late 1960s when the Skyline GT-R, the predecessor to the GTR, made its debut. With its dominance on the racetrack and exceptional performance, the Skyline GT-R set the stage for the legacy that followed.

The R34 GTR Emerges:

The 2001 Nissan GTR, known as the R34 GTR, marked a significant milestone in the model’s evolution. Building upon the success of the R32 and R33 generations, the R34 GTR introduced advancements that pushed the boundaries of performance and technology even further.

Enhanced Powertrain and Performance:

Under the hood of the R34 GTR, a formidable powertrain awaited. A twin-turbocharged 2.6-liter inline-six engine, known as the RB26DETT, generated an impressive output of 276 horsepower and 293 lb-ft of torque. This power was harnessed through an advanced all-wheel-drive system, providing exceptional traction and stability. A 6-speed manual transmission allowed for precise gear changes, offering drivers complete control over the GTR’s exhilarating performance.

Revolutionary Technological Features:

The R34 GTR brought several revolutionary technological features to the table, setting it apart from earlier models. It introduced the Advanced Total Traction Engineering System for All-Terrain (ATTESA) E-TS Pro, a sophisticated all-wheel-drive system that constantly monitored and adjusted power distribution to ensure optimal grip and agility. This system, combined with the Super HICAS rear-wheel steering, made the R34 GTR highly responsive and agile, providing exceptional handling in various driving conditions.

Exterior Design and Aerodynamics:

The R34 GTR showcased a distinctive design that blended form and function seamlessly. Its aerodynamic body featured refined lines, a distinctive rear spoiler, and aggressive front fascia. These design elements not only enhanced the car’s visual appeal but also optimized airflow and stability at high speeds, improving overall performance.

Differences from Earlier R32 and R33 Models:

While the R32 and R33 GTR models laid the foundation for the R34 GTR’s success, the 2001 version brought notable advancements. The R34 GTR featured improved aerodynamics, with a more refined exterior design and enhanced downforce, providing superior stability and handling. The RB26DETT engine in the R34 GTR received upgrades, including improved turbochargers and intercoolers, resulting in enhanced power delivery and responsiveness.

Additionally, the R34 GTR boasted enhanced electronics and onboard systems, such as an advanced Vehicle Dynamics Control (VDC) system and an improved ATTESA E-TS Pro all-wheel-drive system, further elevating the GTR’s performance capabilities.

Conclusion:

The 2001 Nissan GTR, represented by the R34 GTR, stands as a testament to Nissan’s unwavering commitment to performance and technological advancement. With its powerful engine, advanced drivetrain, and groundbreaking features

The post The Evolution of Power and Precision: Unveiling the 2001 Nissan GTR – Tracing Its Origins and Distinctive Advancements in the R34 Lineage first appeared on BlownByTwins.