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Monday, February 08, 2016

EPA Seeks to Prohibit Conversion of Vehicles into Racecars

When you give agencies too much power.  Limited government is best. Don't let them tell you have to live every facet of your life.  Don't vote for the socialists that will just increase government agencies control over us. 

EPA Seeks to Prohibit Conversion of Vehicles into Racecars 
SEMA To Oppose Action As Threat to Modified Racecars and Parts Suppliers

Washington, DC (February 8, 2016) – The U.S. Environmental Protection Agency (EPA) has proposed a regulation to prohibit conversion of vehicles originally designed for on-road use into racecars.  The regulation would also make the sale of certain products for use on such vehicles illegal.  The proposed regulation was contained within a non-related proposed regulation entitled "Greenhouse Gas Emissions and Fuel Efficiency Standards for Medium- and Heavy-Duty Engines and Vehicles—Phase 2." 

The regulation would impact all vehicle types, including the sports cars, sedans and hatch-backs commonly converted strictly for use at the track.  While the Clean Air Act prohibits certain modifications to motor vehicles, it is clear that vehicles built or modified for racing, and not used on the streets, are not the "motor vehicles" that Congress intended to regulate.

"This proposed regulation represents overreaching by the agency, runs contrary to the law and defies decades of racing activity where EPA has acknowledged and allowed conversion of vehicles," said SEMA President and CEO Chris Kersting.   "Congress did not intend the original Clean Air Act to extend to vehicles modified for racing and has re-enforced that intent on more than one occasion."

SEMA submitted comments in opposition to the regulation and met with the EPA to confirm the agency’s intentions.  The EPA indicated that the regulation would prohibit conversion of vehicles into racecars and make the sale of certain emissions-related parts for use on converted vehicles illegal.  Working with other affected organizations, including those representing legions of professional and hobbyist racers and fans, SEMA will continue to oppose the regulation through the administrative process and will seek congressional support and judicial intervention as necessary. 

The EPA has indicated it expects to publish final regulations by July 2016.

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Saturday, January 30, 2016

14,000 KM 1989 Nissan Skyline GT-R Sells for $82,500 At Auction

A 1989 Nissan Skyline GT-R, one owner, 14,000 km car sold this last Thursday at auction in Arizona. The car, an excellent stock example fetched even more than the pre-sale estimate of $50,000 - $70,000.  On the block the bidding went to $75,000, and with a 10% buyer premium, the cost was $82,500.  If you are looking for much less expensive examples. International Vehicle Importers always has some in stock.

Buy USA Legal R32 Skylines at! for Nissan Skyline GT-R and GT-R parts.

RM/ Southerbys Auction 

Friday, January 01, 2016

Waiting on R34 GT-R : The 25 Year Old Nissan Skyline GT-R Story

So, by a show of hands, how many of you are anxiously waiting for the R34 Nissan Skyline GT-R to turn 25 years old? When it turns 25 years old, it will be exempt from NHTSA requirements, and able to be imported to the US legally.

So, have to love stuff like this.

The R34 GT-R was released Jan 1, 1999. So you are off a year. Even then, US Customs wants the car to be over 25 years by month of manufacturer. So a January 1999 car, can legally enter in January 2024, etc, etc.

To us, waiting on R34 GT-R is like opening up a book, reading the last page, and saying you finished it, its like watching the finale of a TV series, and saying you watched the whole thing.

In real life, the R32 GT-R was released in 1989, and was sold though 1994. The R33 GT-R in 1995, and sold though 1998. The R34 GT-R from 1999 to 2002.  All three cars share the RB26, all have all wheel drive, all have four wheel steering. Overall they share many parts within the platform. Many parts crossover between the models. They were more of a evolution, rather than a revolution.  To us, the important parts are under the skin. The drive train, the suspension. To many people the aesthetics rule all.

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TV2, or Bayside Blue R34 GT-R from Fast and Furious 4

They were all rated at 280 horsepower, although the torque numbers went up though the years. The R33, and R34 both gained weight and size vs the R32.

Some R32 GT-R History.

August 1989 – R32 GT-R debuted
February 1990 – GT-R Nismo debuted
March 1990 – Group A GT-R debuted and won its first race
November 1990 – 1990 Group A series Champion
August 1991 – Spa Francocious 24 hr Endurance Race , Group A GT-R won the race (First time for a Japanese car to win)
November 1991 – 1991 Group A series Champion
November 1992 – 1992 Group A series Champion
March 1993 – GT-R Vspec debuted
November 1993 – 1993 Group A series Champion
February 1994 – GT-R Vspec II debuted
April 1994 – GT Racing series debuted and the GT-R won

The R32 did great against its contemporaries. The R33, not as well. In the 6 years from 1989 to 1995, when the R33 debuted, the competition had started to catch up. Then 10 years later, the R34 had further refinements, but again, the drivetrain was showing its age. The R34 got a Getrag V160 6 speed transmission.  Further suspension and ATTESA upgrades, but nothing revolutionary. 

The R32 GT-R sold 43,000 units, the R33 GT-R 16,000 units, and the R34 GT-R 12,000.  We are often asked to speculate on R34 GT-R pricing in 2024. It is hard to predict the future of vehicle prices, 8 years away, but currently the R34 GT-R prices in Japan are rising. Some great condition cars, being sold for the same prices as they were new. We suspect that the US R34 GT-R market might be $100,000+ USD. There is a limited supply, they don't make them any more, and the demand of the US market will be high. 

Nissan Skyline GT-R Buyers Guide 1957-2002

Racing an R34 GT-R in SCCA World Challenge

R32 GT-R (early)
R33 GT-R (normal)
R34 GT-R (normal)
R35 GT-R (early)
4545 mm (178.9 in)
4675 mm (184.1 in)
4600 mm (181.1 in)
4650 mm (183.1 in)
1755 mm (69.1 in)
1780 mm (70.1 in)
1785 mm (70.3)
1900 mm (74.9 in)
1340 mm (52.8 in)
1360 mm (53.5 in)
1360 mm (53.5 in)
1370 mm (54 in)
1480 kg (3265 lbs)
1530 kg (3373 lbs)
1540 kg (3395 lbs)
1737 kg (3829 lbs)
2615 mm (103 in)
2720 mm (107.1 in)
2665 mm(104.9 in)
2780 mm (109.4 in)
Front track
1480 mm (58.3 in)
1480 mm (58.3 in)
1480 mm (58.3 in)
1590 mm (62.9 in)
Rear track
1480 mm (58.3 in)
1480 mm (58.3 in)
1490 mm (58.7 in)
1600 mm (63 in)

Friday, December 11, 2015

Nissan Skyline GT-R Oil Coolers and Oil Cooling

We have written quite a lot about oiling for an RB26, but realized we really haven't discussed oil coolers.

On a stock RB26 there is an oil/water heat exchanger on the right side of the engine. The oil filter attaches to part of the asembly.  If you have an R32 with Hicas, you know how fun it is to get to the oil filter.

RB factory oil cooler. Coolant lines are green. 
Its a good idea if you are going to go on a track, or do any high speed driving with the car to put an external oil cooler on the car. On a track, it only takes a few laps in cool outside temps to get the oil temps above the 110C range. As important as the cooler itself, is the ducting to and though the cooler core.

We bolded and underlined that last line, because it is very important. If you look at any modern car, or look at any kind of race car, ducting in and out of the core of a cooler is managed. Air is lazy. It takes the path of least resistance. Since you bought the cooler, you want the air packed at the front of it to pass though the core, not pass around it. By adding proper ducting, the air will pass though the core, raising efficiency tremendously.

R34 N1 with C-West bumper, ARC oil cooler
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This picture shows an example of air that is able to flow though a core. In the front, and vented out the back side

RB26DETT bottom end
On an RB26DETT, you have a lot of factors that contribute to oil temperature. It is honestly near an oil cooled engine. The higher you rev it, the more temperature you add. At a point you can't cool the oil enough, and it breaks down. When it breaks down enough, you kill an engine.  An RB26 has a long crankshaft with 7 main bearings. Each bearing is adding lots of heat at high rpm.

RB oil squirters
Then you have oil squirters, which in the case of OEM pistons (or some of the special aftermarket pistons), have oil cooling channels in them.  Each squirter sprays at the underside of the crown of the piston, helping to cool combustion temperatures.

There are advantages to this, but most aftermarket pistons don't use this technology. Some guys with big power engines, also eliminate the squirters. They aerate the oil a bit. This is also why the RB has a tendency to move a bit of oil though the PCV system. Oil is all whipped up in the bottom end between the crank, pistons, rods, and squirters.

The next big factor to add heat to the oil are the turbos. Each gets hot. Each adds oil temperature to the mix.

Exhaust cam cover off

Then we have two long camshafts in the head. Both also adding some heat to the mix.   So if you have been following along, you see the need for an oil cooler. The factory setup works, but by cooling the oil you are also heating up the water. At a point you overrun that system. Over the years we have tried add on water coolers, aftermarket oil/water heat exchangers, and air/oil coolers.  We favor the air/oil coolers.

We have eliminated the factory oil/water cooler on one car we had. Cruising at highway speeds, the oil temperatures got a lot hotter than we like. For this reason, we recommend at least a small air/oil cooler if you eliminate the factory setup.

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