I like this bloke, a real straight talker. You know someone knows their shit when they can pull all those figures off the top of their head. Sounds like he could throw together a 1500hp GTR in his sleep
Cicioperformance doesn't lie to his customers either. The shop was formerly known as TSM and is known for making the best streetable gtr's in existence. His shop does crazy builds with ETS's kits but takes pride in their stock turbo fold kits that are above 1500whp now and spool damn near as fast as stock and are reliable with a billet crank and billet girdle on the stock block. Without slicks or a race weight below 3800lbs they are still hitting 2.83 seconds 60-130. Trick it out with some more weight savings (keep A/C, the full stereo, and a full interior - carbon seats/dash/console/body) hitting sub 3500lbs race weight and they will go 2.5 or better in the 60-130 on the street and be daily drivable. And no you won't have to change the oil every week because you're running methanol. You can get a 1000miles or more with pump e85 before needing to change the oil. That's the fastest streetable reliable car you can have.
I was just going to make the same comment! The no nonsense talk and leveling with the customer is unheard of today with this rubbish customer is always right mentality.
This is literally the perfect template for how a motorsports interview ought to be handled. Brilliant! And lord, what a knowledge bomb was dropped there!!
Great interview again Andre and another top notch interviewee with credentials coming out the wazoo ! Really good to see frank information coming from someone who so obviously knows wtf he is talking about...like yourself. =) Keep up the great interviews !
JayR looked a little nervous but he gave great info and did a great job! I wonder how many times Simon surprises guys by the questions and explanations of more in-depth stuff. LOL jk Andre anytime anybody mentions Paul or Injector Dynamics I think of that and just laugh. Sorry for tooling on yah Andre your great and taught be a lot wish the best for you HPA guys! Cheers from the States
Yeah Simon/Andre/Audrey/Andrew has a few names going by some comments XD It is a bit hard when your last name is also a first name though! Ben is usually Bean which gives me a good chuckle too. Yes JR did well! Talking in front of a camera is not an everyday thing for most of us and everyone handles it a bit differently. Great interview though! haha yes I think I even spelt Palo as Paleo in an ID release the other month without noticing. Hard to be right 100% of the time! - Taz.
High Performance Academy lol that's the truth! But def nobody got into this industry to be on camera either way your guys are great in my book! Thanks for all the great content
I don't know why so many people throw so much hate at V6 engines, this car is a great example of with time and money they can make just as much power as straight Six's and still hang around with the big boys if not FLOGG them, great build.
Great interviewer; great interviewee!!! Love how both really know the science behind the mechanics, and get in-depth with the material. PLEASE keep up the great work!!!
Thanks for your kind words. It's very rare to find someone operating at JR's level who is this open and frank. It was a very refreshing and rewarding interview to shoot :)
It's nice to hear someone cut through the BS out there. I know of 2 cars that a certain shop claimed would be relatively reliable HIGH DOLLAR builds. Yet 4-6 months later they had issues and the shops response was well its a race car what did you expect.
Jr ya legend, your looking a little like a stunned mullet there at the beginning m8 lucky we know inside that kinda cuddly exterior is the brain of a motorsport legend @ 15:54 i could just hug ya, what a great honest no bs to the point interview nice one again Andre
Getting a bit spoilt by your interviews, but it is still cool watching some of the interviewees when they realise Andre is actually asking good questions and knows his subject. With the charge cooling still being used with methanol, way I figure it is like JR - regardless of the cooling down the line, the colder you start, the colder you finish - been a bone of contention with some turbo' chaps :-) Also good you got out of him the big end bearing problem that they have to monitor, maybe a bit more info' re' clearances and oil viscosity would have fitted well with your bearing clearance video? Would it be practical/possible to simply drop the sump and replace the bearings regularly or did ring* seal/blowby or component fatigue mean a full rebuild was needed as it was not too clear if the bottom end is fully replaced during the rebuild, the implication was that it was, or if the rods, crank' and maybe other parts had a longer service life - but if you have the money, why take chances? *unfiltered air can wreak havoc on that but valves and seats are made of much, much better materials nowadays, so unlikely to be affected as much.
Coming from a methanol background myself, I always retained an intercooler. There is a school of thought that overcooling the inlet charge with a methanol engine can make it harder for the fuel to go through a phase change from liquid to vapour and hence hamper charge formation and combustion. JR seems to have done the back to back testing to prove that's inaccurate though.
I recall about 15 years ago the dsm turbo forums, and a few others, arguing about whether or not using a cold air intake in the fender well vs stock location in the engine bay actually made any difference at all. Some guys argued that it's going to get hot during compression anyways and then cooled in the ic so it wouldn't change a thing. While others said the colder you start the less there is to cool and the colder you'll finish. In the end some logging by a few of us showed that cooler air being fed to the turbo would result in an extra lb or 2 of air per minute in the intake manifold at the same boost levels.
Since this video is now over 2 years old could you get a reliable 1700 whp in a gtr now ? Also I get the feeling he was talking about at stock displacement, what if you bored it out ?
I always wonder what the cost is for a certain application. Doesn't matter whether you're talking about 1000, 1500, 2000, or whatever bhp. The "reliable street GTR" is something I'm especially curious about.
Those little rod bearings must go thru hell with 2000+ hp. On my 500+ hp turbo builds I would notice the big end bearing wear a bit on the straight 6s I occasionally build. I would get a 3mm burr and elongate 3 oil supply hole points. The block outlet supplying the mains, the crank mains inlet hole to the bigends and the crank big ends outlet hole. For the Holden and Falcon straight 6s I did this on it did assist. The traditional chamfering the crank oil holes is not enough imo
fancy seeing you here turbotrana ;). Gabriel, the falcon 6s, barras especially need all the help they can get in the oil delivery system. even small changes that have a small improvement are worth doing.
How you going. I'm still on the net seeing what others are doing but too busy to do any of my own mods of late. I am a big fan of improving the oiling system. On a straight holden turbo 6 I built it ran less than 10psi oil pressure at idle and about 45psi hot and I could never break the thing no matter how hard I tried. Its also about volume and distribution, not just about pressure.
Don't be so modest...we all know you roll with a "2000Hp" Supra...pretty sure, you've been on jay leno' garage showing your collection of prized and rare ferraris
Its def amazing the stock VR38DETT block with proper good supporting parts like turbo and upgraded fuel can produce easily 1000bhp. But running the 1000bhp daily while being reliable is another story altogether. if the tune is off and knock occurs. You will have a cracked block and the whole block will have to be junked. Or use the wrong type of oil and the bearings will be destroyed along with the crank. Interesting the R35 they are running is the 2007-2010 gen R35. I heard the 2013-2014 GTR are the best gen for tuning.
To be fair Lin, these are mistakes that can happen on almost any engine regardless of the output or application. There is always a level of trust involved that you, or the person you have employed to do the job for you, is not going to make a mistake with one of the 100's of things that can be done wrong - Taz.
Anthony Thomas almost double the horsepower safely. Most of the EJ20, EJ25, 4G63, RB26, RB25, 1JZ, 2JZ with the right turbo can produce up to 400+bhp before you need to upgrade the internals. 2JZ being the exception since that can go up to 500+bhp Japanese automakers in the 90s and 2000s love to overbuild the engines.
They list the Willall billet block & girdle on their site for $22k, plus the billet cradle for almost $4k and a billet front diff housing for $3.4k. Have seen this car in person in Houston and these parts are incredible, I can't imagine dumping a beautiful billet block every 6-8 passes.
i think it would be very interesting to see a GTR or similar high-horsepower drag car run a high performance engine, but replace the transmission with a generator that powers electricity to electric motors at all four wheels to negate drivetrain loss and wear, and simplify the drive unit, without having to deal with batteries that don't hold the power-to-weight a combustion engine does. the generator and motor efficiency have to be incredibly high, but it should be pretty effective and comparable to the tried-and-true methods with a decent amount of experimenting
I didn’t need to watch the vid to know the answer to the question of daily drivability of any 4.0 liter V6...or virtually any engine, at any size. Answer to question: Nope ! But I wouldn’t miss watchin...cuz there all friggin great !
Probably a silly question but has anyone tried liquid nitrogen in a air to "water" intercooler? I'm guessing there is a good point I've never hear of it before.
Why don't they make a vr38 crank with straight rod journals? You'd need to change timing and cams, but you'd get a stronger engine no? Would a balance shaft be required?
Thanks Andre for debunking the myth that so called street cars like the ones shown on Street Outlaws with thousands of horsepower are actually street driven cars. I had experience with blown alcohol cars a few decades back and know how often parts are replaced, but there are many out there in CZcams land that simply refuse to believe the wear rates that goes on. Hopefully coming from someone like yourself people will start to realise that "street driven" mega horsepower cars are a myth.
Street driven small displacement cars are rare that's for sure. Duhawks use to drive his Gallardo all over the place and it made over 1800whp, Sal still drives his Viper on the street and it's making well over 2000whp though I'm sure not on the street. These little V6s are being pushed way harder.
I get how people are being mislead from inflated power numbers, but the fact that you could run a 3.8l v6 in a 3800lbs car at 1300hp and have it last for over a year is astonishing, built or not that's a long way from the way things were 10 years ago lol now if only I could convince my boss that 1000hp out of a Chevy v8 isn't that hard lol
Yeah technology has come a long way, and also failure analysis as a result due to the data we have on tap these days. One thing you will find with these builds is that they're not chasing a number, they're building an engine and it produces what it produces, which can still be an exciting number, but that number is a by-product of the work, not the goal. Some engine builders have customers walk into a shop with a number in mind and ignore all other good advice for the build vs the vehicle's application, so it's not always just a one way street with the builder at fault either - Taz.
It depends on how you drive it in my opinion, if your not in the throttle constantly there isnt much more load on the engine than a standard road vehicle.
@TurboGSR96 No, that is not correct sorry mate! The specific issue here is the aluminium rods you have to switch to after around 1300HP. Watch this video to understand why they might actually get a harder time in a street car than in a drag car that often shuts down at the end of it's run - czcams.com/video/xTF59-hE0qs/video.html - Taz.
I nearly bought a 572 Chevy with twin Garrett 80’s that made 950 whp (1100 crank) @ 9 lb boost. That engine would have reliably made 1300 whp @ 6,200 rpm...no sweat. As much as I love the RB, JZ. If you want reliable high torque and hp... go big ! This is the car I nearly bought. czcams.com/video/ADo-czYooLQ/video.html&feature=share
I'm currently building an sr20 ve with a bullet engineering billet block, in a 100% street driven s15, aiming for 700whp. Do you honestly think if the engine is built correctly that it will last a long time before bearing replacement is required? After watching your video on bearing hardness comparisons between oem and aftermarket it makes me think that I would be lucky to get 30,000kms out of this car before it requires a bearing freshen up
It's a tough one to answer as there are so many variables. The SR20 actually has a pretty reasonable bearing size (compared to the VR38) and 700 whp is decent power but certainly not a stretch so building this to be reliable is certainly possible The point I'll make is that if the engine is street driven then it's usually pretty hard to push the engine consistently hard on the street and hence life expectancy is extended. If you're attending every Friday night drag meeting or regularly attending track days and beating on the engine 90% of the time then your life expectancy will be less.
So far as i remember ETS pushed the GTR to 70PSI on their 6.88 runs and the 2719whp Dyno run was at 55psi so doesn't that mean they were actually running 2700hp at pikes peak now i'm not asking this out of ingnorance just out of curiosity cause what power was UGR running then since they ran 259.6mph at this event i know some other variables comes into play but still and also i do hope we see ETS at Indiana at sea level cause if there is no competition then why even Race and ETS unlike some other Gtr shops know how to have a friendly rivalry and yeah.
If you check around 7:45 JR gives the details on the boost at sea level vs Airstrip attack. Essentially no, the engine wasn't making anything like 2700 whp at airstrip attack but due to the low air density it's easier to push the car through the air. The net effect is ETS actually go faster with less power compared to an event at seal level. Airstrip attack seems to be a favourite location for setting records.
Same basic principle why so many records were set in the Mexico Olympics in '68, it was held at an altitude of 7200 ft (2200m), and why aircraft cruise at such high altitudes.
Hmm yeah and also add to that the Gtr's have a Drag coefficient of 0.26CD and The Hp is not the Biggest issue i believe power management is asin how the car uses what's left of said HP
@Erik Britz power management is always a challenge with any car making this sort of power and for much of the run the engine will have more power available than the track will be able to hold. Managing the torque delivery as the car travels down the strip is the key to achieving results. Stepping up the boost as the car goes through the gears and matching the boost/torque to the available grip is a key aspect to tuning this sort of car for a particular track.
yes this is why i believe the half mile brings that challenge to a new level due to this being done on a runway or strip of concrete not any prepped surface at all so yeah
Ah yep. This is the worlds fastest GTR on the 1/2 mile. I'll try make that a bit clearer in the description :) That said I think it was the fastest overall on the 1/2 mile at some stage last year, but not for a few months at least now - Taz.
Doesn't the argument of street reliability come down to driving efficiently? Just because the car is capable of 1500+ hp, doesn't mean you need to be driving like it does all the time. Why can't you just run a different engine map for the street that will only out put about 700+1300hp on the street, then change the tune as needed?
No, it's not just how you drive it, it's the components. As JR points out, you cannot run steel rods if you want reliability after a certain amount of power is reached, so you have to switch to aluminium rods. Ali rods need to be replaced much more often even if you drive conservatively. Watch this to understand why: czcams.com/video/xTF59-hE0qs/video.html - Taz.
![Formula 1 TURBO Era | 800HP Toleman-Hart TG183B [TECH TALK]](http://i.ytimg.com/vi/HOmXMdiF04s/mqdefault.jpg)
![Formula 1 TURBO Era | 800HP Toleman-Hart TG183B [TECH TALK]](/img/tr.png)
![3000WHP R35 GT-R | Alpha G To ETS-G | ETS [TECH TALK]](http://i.ytimg.com/vi/WLE03jDNeWE/mqdefault.jpg)
![3000HP, 150 PSI Of Boost | What Do YOU Know About Compound Turbo Systems | Shane T [TECH TALK]](/img/n.gif)
Andre is always asking all the right questions withoiut being too invasive. Always a great watch!
I like this bloke, a real straight talker. You know someone knows their shit when they can pull all those figures off the top of their head. Sounds like he could throw together a 1500hp GTR in his sleep
He could and best of all is he wont BS you like other shops do.
Cicioperformance doesn't lie to his customers either. The shop was formerly known as TSM and is known for making the best streetable gtr's in existence. His shop does crazy builds with ETS's kits but takes pride in their stock turbo fold kits that are above 1500whp now and spool damn near as fast as stock and are reliable with a billet crank and billet girdle on the stock block. Without slicks or a race weight below 3800lbs they are still hitting 2.83 seconds 60-130. Trick it out with some more weight savings (keep A/C, the full stereo, and a full interior - carbon seats/dash/console/body) hitting sub 3500lbs race weight and they will go 2.5 or better in the 60-130 on the street and be daily drivable. And no you won't have to change the oil every week because you're running methanol. You can get a 1000miles or more with pump e85 before needing to change the oil. That's the fastest streetable reliable car you can have.
I was just going to make the same comment! The no nonsense talk and leveling with the customer is unheard of today with this rubbish customer is always right mentality.
This is literally the perfect template for how a motorsports interview ought to be handled. Brilliant! And lord, what a knowledge bomb was dropped there!!
Great interview again Andre and another top notch interviewee with credentials coming out the wazoo ! Really good to see frank information coming from someone who so obviously knows wtf he is talking about...like yourself. =) Keep up the great interviews !
couldn't agree more!
JayR looked a little nervous but he gave great info and did a great job! I wonder how many times Simon surprises guys by the questions and explanations of more in-depth stuff. LOL jk Andre anytime anybody mentions Paul or Injector Dynamics I think of that and just laugh. Sorry for tooling on yah Andre your great and taught be a lot wish the best for you HPA guys! Cheers from the States
Yeah Simon/Andre/Audrey/Andrew has a few names going by some comments XD It is a bit hard when your last name is also a first name though! Ben is usually Bean which gives me a good chuckle too.
Yes JR did well! Talking in front of a camera is not an everyday thing for most of us and everyone handles it a bit differently. Great interview though!
haha yes I think I even spelt Palo as Paleo in an ID release the other month without noticing. Hard to be right 100% of the time! - Taz.
High Performance Academy lol that's the truth! But def nobody got into this industry to be on camera either way your guys are great in my book! Thanks for all the great content
You have one of the best technical channels around, absolutely love your stuff!
great interview. I love listening to masters talking about their craft
The most informative motorsports-related CZcams video ever. Thank you High Performance Academy 🌹
I can't get enough of these videos! Love this channel! So much good info!
HPA FTW. FTMFW
JayR was giving the camera the look that I gave the cashier with pink hair as a kid.
I don't know why so many people throw so much hate at V6 engines, this car is a great example of with time and money they can make just as much power as straight Six's and still hang around with the big boys if not FLOGG them, great build.
Awesome to hear someone give true real world knowledge about his car and give GREAT information
Great interview, great questions, respect.
Really cool conversation. I loved the reality check on a true reliable build street GTR. Really love these engine and performance nerd chats guys.☘️
Great interviewer; great interviewee!!!
Love how both really know the science behind the mechanics, and get in-depth with the material. PLEASE keep up the great work!!!
I think ive watch all of these GTR interviews about 10 times. Such great info! Thanks Andre
Another Perfectly Brilliant Interview Andre and the Knowledge, Honesty and Openness from JR / ETS gets a 5 Star rating!
Thanks for your kind words. It's very rare to find someone operating at JR's level who is this open and frank. It was a very refreshing and rewarding interview to shoot :)
Brilliant as always! So much knowledge shared thank you for making these videos for us :)
Thanks Andre your channel is the best. Thanks for the in depth questions you surprise me every time! Thumbs up and keep it coming I'm watching you!😉
Cheers Mike! Appreciate the kind words =)
It's nice to hear someone cut through the BS out there. I know of 2 cars that a certain shop claimed would be relatively reliable HIGH DOLLAR builds. Yet 4-6 months later they had issues and the shops response was well its a race car what did you expect.
This was great, it's awesome to hear from a guy who isn't all smoke and mirrors.
The man is a genius when it comes to modifying an R35 GTR.
That guy was the shit helped me out so much with my GTR. Appreciate it mates. From The States.
Fantastic interview with loads of awesome info. Thank you!
Glad you enjoyed it mate! Keep an eye out for a few more of the ETS crews cars over the next few weeks 👀 - Taz.
Great video. Good knowledge coming from that man. 👍
Yes we're always lucky to find people like JR. A wealth of knowledge and experience to share =) - Taz.
Jr ya legend, your looking a little like a stunned mullet there at the beginning m8 lucky we know inside that kinda cuddly exterior is the brain of a motorsport legend @ 15:54 i could just hug ya, what a great honest no bs to the point interview nice one again Andre
Really enjoyed this one, Very insightful.
Your best interview to date for sure.
Fantastic job Andre. Very informative video yet again.
These guys are outright underappreciated geniuses
Awesome as always
Fascinating interview
JayR seems like such a nice guy props to him on this build!
16:16 is when the BOOST kicks in
Getting a bit spoilt by your interviews, but it is still cool watching some of the interviewees when they realise Andre is actually asking good questions and knows his subject.
With the charge cooling still being used with methanol, way I figure it is like JR - regardless of the cooling down the line, the colder you start, the colder you finish - been a bone of contention with some turbo' chaps :-)
Also good you got out of him the big end bearing problem that they have to monitor, maybe a bit more info' re' clearances and oil viscosity would have fitted well with your bearing clearance video? Would it be practical/possible to simply drop the sump and replace the bearings regularly or did ring* seal/blowby or component fatigue mean a full rebuild was needed as it was not too clear if the bottom end is fully replaced during the rebuild, the implication was that it was, or if the rods, crank' and maybe other parts had a longer service life - but if you have the money, why take chances?
*unfiltered air can wreak havoc on that but valves and seats are made of much, much better materials nowadays, so unlikely to be affected as much.
Coming from a methanol background myself, I always retained an intercooler. There is a school of thought that overcooling the inlet charge with a methanol engine can make it harder for the fuel to go through a phase change from liquid to vapour and hence hamper charge formation and combustion. JR seems to have done the back to back testing to prove that's inaccurate though.
I recall about 15 years ago the dsm turbo forums, and a few others, arguing about whether or not using a cold air intake in the fender well vs stock location in the engine bay actually made any difference at all. Some guys argued that it's going to get hot during compression anyways and then cooled in the ic so it wouldn't change a thing. While others said the colder you start the less there is to cool and the colder you'll finish. In the end some logging by a few of us showed that cooler air being fed to the turbo would result in an extra lb or 2 of air per minute in the intake manifold at the same boost levels.
Good vid buddy best regards from Scotland
Since this video is now over 2 years old could you get a reliable 1700 whp in a gtr now ? Also I get the feeling he was talking about at stock displacement, what if you bored it out ?
I love the honesty there was no bulshit. It's very rare to hear from somebody Who develops engines.
We did too. 100% a straight up guy which is always a sign this is only a fraction of what he knows - Taz.
I always wonder what the cost is for a certain application. Doesn't matter whether you're talking about 1000, 1500, 2000, or whatever bhp. The "reliable street GTR" is something I'm especially curious about.
Very interesting. Great video :)
Glad you enjoyed it Chris! We have some more ETS builds coming up over the next few weeks, keep an eye out ;) - Taz.
love this stuff
Very informative thanks
Great interview once again
why is he looking at me like that 0:20 lol
Those little rod bearings must go thru hell with 2000+ hp. On my 500+ hp turbo builds I would notice the big end bearing wear a bit on the straight 6s I occasionally build. I would get a 3mm burr and elongate 3 oil supply hole points. The block outlet supplying the mains, the crank mains inlet hole to the bigends and the crank big ends outlet hole. For the Holden and Falcon straight 6s I did this on it did assist. The traditional chamfering the crank oil holes is not enough imo
Yes hard to explain, can email photos
fancy seeing you here turbotrana ;). Gabriel, the falcon 6s, barras especially need all the help they can get in the oil delivery system. even small changes that have a small improvement are worth doing.
How you going. I'm still on the net seeing what others are doing but too busy to do any of my own mods of late. I am a big fan of improving the oiling system. On a straight holden turbo 6 I built it ran less than 10psi oil pressure at idle and about 45psi hot and I could never break the thing no matter how hard I tried. Its also about volume and distribution, not just about pressure.
turbotrana Would you mind explaining this in more detail? I'm just getting into tuning and I'm eating up any information I can get my hands on.
@4:36 I love the excitement lol
Wonder if we'll ever see a "factory" 10,000HP road car?
* go on admit it, you want one too! :)
I sometimes struggle with 200hp let alone 10,000hp personally 😂 - Taz.
Don't be so modest...we all know you roll with a "2000Hp" Supra...pretty sure, you've been on jay leno' garage showing your collection of prized and rare ferraris
@@darrensmith9407 ahh, I forgot about my garage full of Ferrari's! We've all been there right 😂
16:10 every other "Normal" GTR. 16:17 this thing makes some real boost
Great interview, sure you’re the first to tickle this guys brain.
Top notch content as always.
Super informative and interesting interview
Its def amazing the stock VR38DETT block with proper good supporting parts like turbo and upgraded fuel can produce easily 1000bhp.
But running the 1000bhp daily while being reliable is another story altogether.
if the tune is off and knock occurs. You will have a cracked block and the whole block will have to be junked. Or use the wrong type of oil and the bearings will be destroyed along with the crank.
Interesting the R35 they are running is the 2007-2010 gen R35.
I heard the 2013-2014 GTR are the best gen for tuning.
To be fair Lin, these are mistakes that can happen on almost any engine regardless of the output or application. There is always a level of trust involved that you, or the person you have employed to do the job for you, is not going to make a mistake with one of the 100's of things that can be done wrong - Taz.
Lin Chester Actually 1300 is about double crank power stock. Not shocked at all. Most turbo cars can safely double the output.
Anthony Thomas almost double the horsepower safely.
Most of the EJ20, EJ25, 4G63, RB26, RB25, 1JZ, 2JZ with the right turbo can produce up to 400+bhp before you need to upgrade the internals. 2JZ being the exception since that can go up to 500+bhp
Japanese automakers in the 90s and 2000s love to overbuild the engines.
michael lehner other than the ECU revision. The VR38DETT is mostly unchanged other than the Nismo which uses the GT3 turbo unit.
michael lehner agree.
Amazing interview and information sharing, thanks!!
ETS know their stuff! they sell great turbo kits
JR is a fountain of knowledge, and the rest of the team are too to be fair! - Taz.
Subscribed, great interview!
Cheers Tito! We've got a few more from the same event lined up that are also awesome. Keep an eye out :) - Taz.
A very cool car and a great interview.
Super interesting! Thank you
V6 with 18 injectors Holly shit
Great video
What a great interview
I prefer my subie 2002 bug eye. THE LEGEND WILL NEVER END!
102 thumbs up to 0 thumbs down ... that means it's a good video. I was one of them.
Appreciate your up-thumbing!
200psi base fuel pressure?!?!? Holy crap!
They list the Willall billet block & girdle on their site for $22k, plus the billet cradle for almost $4k and a billet front diff housing for $3.4k. Have seen this car in person in Houston and these parts are incredible, I can't imagine dumping a beautiful billet block every 6-8 passes.
@@ZX6R2KGT They reuse the blocks but I'm guessing bearings rods and pistons get swapped pretty often.
i think it would be very interesting to see a GTR or similar high-horsepower drag car run a high performance engine, but replace the transmission with a generator that powers electricity to electric motors at all four wheels to negate drivetrain loss and wear, and simplify the drive unit, without having to deal with batteries that don't hold the power-to-weight a combustion engine does. the generator and motor efficiency have to be incredibly high, but it should be pretty effective and comparable to the tried-and-true methods with a decent amount of experimenting
I didn’t need to watch the vid to know the answer to the question of daily drivability of any 4.0 liter V6...or virtually any engine, at any size.
Answer to question: Nope !
But I wouldn’t miss watchin...cuz there all friggin great !
I daily drive a 870 whp gtr with pump gas
really cool interview.
Cheers Kris, glad you enjoyed it - Taz.
Probably a silly question but has anyone tried liquid nitrogen in a air to "water" intercooler? I'm guessing there is a good point I've never hear of it before.
Colin Bacon you wouldn’t be able to keep it a liquid for long enough. It would just evaporate
Solid!
This guy enjoys Warp Speed in his GTR, just like Captain James T. Kirk.
Awesome video
Iv ran 1600bhp gtr for 7 years 40000 problem free
Great interview
Holy shit that car is quick
Cool stuff !
His questions are more lengthier than, answers from the owner.
All the top Skylines run single turbos ( presumably beneficial ) why do they run twins on the GTR 35's ?
Why don't they make a vr38 crank with straight rod journals? You'd need to change timing and cams, but you'd get a stronger engine no? Would a balance shaft be required?
So after 6 to 8 runs, they rebuild-refresh the block?
What’s the reason behind the move to a cable throttle?
*Good stuff*
I might not like the GTR but sure do respek it
12 2000cc injectors are not enough?! damn...
Anyone knows why they changed from dbw back to cable?
What transmission are they running?
It's a Nissan GR6 DCT transaxle built by Shep Trans
Thanks Andre for debunking the myth that so called street cars like the ones shown on Street Outlaws with thousands of horsepower are actually street driven cars. I had experience with blown alcohol cars a few decades back and know how often parts are replaced, but there are many out there in CZcams land that simply refuse to believe the wear rates that goes on. Hopefully coming from someone like yourself people will start to realise that "street driven" mega horsepower cars are a myth.
Street driven small displacement cars are rare that's for sure. Duhawks use to drive his Gallardo all over the place and it made over 1800whp, Sal still drives his Viper on the street and it's making well over 2000whp though I'm sure not on the street. These little V6s are being pushed way harder.
They don't call them street driven at all.. 🤦♂️ Literally says in the intro "street RACED cars"
guy looks sick, not used to altitude
I get how people are being mislead from inflated power numbers, but the fact that you could run a 3.8l v6 in a 3800lbs car at 1300hp and have it last for over a year is astonishing, built or not that's a long way from the way things were 10 years ago lol now if only I could convince my boss that 1000hp out of a Chevy v8 isn't that hard lol
Yeah technology has come a long way, and also failure analysis as a result due to the data we have on tap these days.
One thing you will find with these builds is that they're not chasing a number, they're building an engine and it produces what it produces, which can still be an exciting number, but that number is a by-product of the work, not the goal.
Some engine builders have customers walk into a shop with a number in mind and ignore all other good advice for the build vs the vehicle's application, so it's not always just a one way street with the builder at fault either - Taz.
It depends on how you drive it in my opinion, if your not in the throttle constantly there isnt much more load on the engine than a standard road vehicle.
@TurboGSR96 No, that is not correct sorry mate! The specific issue here is the aluminium rods you have to switch to after around 1300HP. Watch this video to understand why they might actually get a harder time in a street car than in a drag car that often shuts down at the end of it's run - czcams.com/video/xTF59-hE0qs/video.html - Taz.
I nearly bought a 572 Chevy with twin Garrett 80’s that made 950 whp (1100 crank) @ 9 lb boost.
That engine would have reliably made 1300 whp @ 6,200 rpm...no sweat.
As much as I love the RB, JZ. If you want reliable high torque and hp... go big !
This is the car I nearly bought.
czcams.com/video/ADo-czYooLQ/video.html&feature=share
I drive that all the time in FORZA!
I couldn't resist saying that comment
It's just like RL! Honest! =P - Taz.
Nice now do the same with a vk56de
0:20 looks like he just spiked himself and is wondering if the interview can pause 😂 sorry I had to 😅
-2000 hp= still fast af
I'm currently building an sr20 ve with a bullet engineering billet block, in a 100% street driven s15, aiming for 700whp. Do you honestly think if the engine is built correctly that it will last a long time before bearing replacement is required? After watching your video on bearing hardness comparisons between oem and aftermarket it makes me think that I would be lucky to get 30,000kms out of this car before it requires a bearing freshen up
It's a tough one to answer as there are so many variables. The SR20 actually has a pretty reasonable bearing size (compared to the VR38) and 700 whp is decent power but certainly not a stretch so building this to be reliable is certainly possible The point I'll make is that if the engine is street driven then it's usually pretty hard to push the engine consistently hard on the street and hence life expectancy is extended. If you're attending every Friday night drag meeting or regularly attending track days and beating on the engine 90% of the time then your life expectancy will be less.
79mpg highway
So far as i remember ETS pushed the GTR to 70PSI on their 6.88 runs and the 2719whp Dyno run was at 55psi so doesn't that mean they were actually running 2700hp at pikes peak now i'm not asking this out of ingnorance just out of curiosity cause what power was UGR running then since they ran 259.6mph at this event i know some other variables comes into play but still and also i do hope we see ETS at Indiana at sea level cause if there is no competition then why even Race and ETS unlike some other Gtr shops know how to have a friendly rivalry and yeah.
If you check around 7:45 JR gives the details on the boost at sea level vs Airstrip attack. Essentially no, the engine wasn't making anything like 2700 whp at airstrip attack but due to the low air density it's easier to push the car through the air. The net effect is ETS actually go faster with less power compared to an event at seal level. Airstrip attack seems to be a favourite location for setting records.
Same basic principle why so many records were set in the Mexico Olympics in '68, it was held at an altitude of 7200 ft (2200m), and why aircraft cruise at such high altitudes.
Hmm yeah and also add to that the Gtr's have a Drag coefficient of 0.26CD and The Hp is not the Biggest issue i believe power management is asin how the car uses what's left of said HP
@Erik Britz power management is always a challenge with any car making this sort of power and for much of the run the engine will have more power available than the track will be able to hold. Managing the torque delivery as the car travels down the strip is the key to achieving results. Stepping up the boost as the car goes through the gears and matching the boost/torque to the available grip is a key aspect to tuning this sort of car for a particular track.
yes this is why i believe the half mile brings that challenge to a new level due to this being done on a runway or strip of concrete not any prepped surface at all so yeah
The owner had that look about him...
Did JR just finish driving the car because his nerves look bad from when he just standing.
great interview. doesnt ugr have the fastest 1/2 mile tho at 259.5?
In a GTR? - Taz.
nope, huracan
Ah yep. This is the worlds fastest GTR on the 1/2 mile. I'll try make that a bit clearer in the description :) That said I think it was the fastest overall on the 1/2 mile at some stage last year, but not for a few months at least now - Taz.
Doesn't the argument of street reliability come down to driving efficiently? Just because the car is capable of 1500+ hp, doesn't mean you need to be driving like it does all the time. Why can't you just run a different engine map for the street that will only out put about 700+1300hp on the street, then change the tune as needed?
No, it's not just how you drive it, it's the components. As JR points out, you cannot run steel rods if you want reliability after a certain amount of power is reached, so you have to switch to aluminium rods. Ali rods need to be replaced much more often even if you drive conservatively. Watch this to understand why: czcams.com/video/xTF59-hE0qs/video.html - Taz.
You would probably run on pump gas for the street so it would be less power. Something people don’t think about.
Colin Mcrae! !!