Getting my R32 GT-R back on the road is getting closer. My brother has been working hard putting it all together at his factory. It’s a shame I can’t help him as I now live 1000km away in Sydney. As we are going with the low mount twin turbo setup initially, this week I made a purchase of a pair of CES dump pipes. CES dump pipes From the reviews online there’s a long list of people claiming that the CES dump pipes flow better than the HKS stainless set. These claims are very much opinion based as no one provided bench test results that state the CES dump pipes flow better. I don’t have HKS dump pipes to compare the two but on closer inspection the CES dump pipes seems to have been designed to flow better. Drawing back to my studies in fluid mechanics at University, the ideal dump pipes want to exit the exhaust gas as fast as possible. To do that, the gas has to flow out as smooth as possible without restriction and resistance; for example really tight bends. The CES dump pipes are...

After being defected I had to rethink the turbo setup I had to go with. I needed a setup that’ll give me good drivability and power with the most important factor; being able to clear my defect. I had only one option and the single turbo setup had to make way for a pair of Garrett 2860-9 turbos. Popularity of low mount twin turbos In the late 2000’s the import car scene was dying out due to police operations. It was clear the authorities wanted these cars off the road and they were very successful in doing it. However, for those that held onto their GT-R’s they needed a way to modify their cars without attracting too much attention if the police pulled the car over and did a roadside inspection. This is when the popularity of the twin turbo setup grew. The popularity of the low mount turbos was focused around 3 Garrett turbo combinations. The 2860-9, 2860-5 and the 2860-10. You can argue that people were also using 2860-7’s which were the GT-R N1 equivalents but those turbos were for...

After turbo failure on the dyno blew bits of the turbo into my engine I decided to pull the engine out and do a full rebuild. At this time I was also buying up supporting parts that will allow me to push some serious power figures. Having a good fuel delivery system was on the forefront of my mind and some of the first parts I acquired for my R32 GT-R build. Injectors In the early 2000’s the technology of the injectors were not all that great. The two major brands for Japanese performance cars were Sard and Denso. There were other name brands like HKS out there but the majority of the fastest GT-R’s in the world were running Sard. Doing my research to which injector to select, I was faced with a huge selection from 500cc all the way to 1000cc. For the 600+ horsepower I wanted to achieve the right fit was the Sard 700cc. I was looking to go the larger 850cc or 1000cc injectors but the technology at that time meant there was lag in the pulse of these larger injectors. Getting feedback...

Camshaft selection is a tricky thing which is very much dependant on what you want your car to be. A race car, a drag car or an all round street car. The selection on which camshaft you use will change the rev range you will make your power. So it’s important to get it right or you’ll have a hard to drive streetcar much like my R32 GT-R. HKS Pro cams When I got the results of a compression test on my GT-R motor and found a couple of cylinders low. I decided to do build a 9 second GT-R. I really wanted to get on the top 10 quickest GT-R’s in Australia list which was fairly attainable in the early 2000’s. Not so much anymore for the average person such as myself As the main focus of my GT-R was to break the 9’s I decided to go with the larger HKS procams, 280 degrees. I wish I could tell you the camshaft selection I made was a good one but for a car that was driven everyday, it was terrible! With this camshaft the car felt really laggy with nothing down low on the rev range. The low...

2017 is about to tick over and it’s the time I set my new year's resolution. Every year I set my goals for the year and for the most part I hit my goals. One goal/ new year’s resolution that I have had issues completing for a few years now is to get my R32 GT-R back on the road. This year I have set this as a major goal to get my 32 GT-R back on the road. My GT-R being defected Almost 10 years ago I had my GT-R defected when I drove to the beach on a public holiday. Bad move by me. I wrote an article about how my R-32 GT-R got defected to explain what happened that day. I get asked to recollect that day all the time by my friends so I decided to write an article about it. Saves me telling the story multiple times. What’s left to be complete Only a few things that need to be completed to get the car running but it’ll take a few man hours. Not to mention tracking down anything that I could possibly be missing. Engine wiring loom needs to be fed through and connected Turbo’s, water and...

In the mid to late 2000’s owning a Japanese performance car came with it a lot of fear when driving on the road. It was evident that police, particularly highway patrol were looking for these cars to pull over and issue defect notices. Hell, this was how my GT-R got defected. Although my car was parked on the side of the road. As a result of police blitzes hundreds of cars were taken off the road and thousands of infringement notices were issued. It was tough being an owner of a Japanese performance car. Eventually due to the hassle of owning Japanese cars the street performance car scene was killed. At least the Japanese street performance car scene. How my R32 GT-R got defected It was labour day holiday in 2008 and boy was it a hot one and a few of my friends and I decided to go to Chelsea beach. In 2008 Chelsea beach was free of the hero’s, at that time Edithvale beach was the one filled with muzza’s. It was a conscious decision I made to go to Chelsea beach as I was going to be...