1990 Veilside Evolution Skyline GT-R - 502whp

[ladou]

Hi guys,

Here is our (our as in me and my spouse, we are co-owners) project car. This is a special edition GT-R tuned by Veilside at their garage. Most of the work you see was done by them. After the car landed, we fixed a few things and we made sure that everything was A-1 before we do any serious driving. After almost 1 year of babysitting this GT-R and making sure everything is solid, we took it to a dyno. The result is 502whp @ 8000 rpm on 16psi of boost. All this on pump gas of course.

Modifications

Engine
2x Top mounted IHI RX5 turbos
2x External HKS S/S Racing wastegates
HKS Race Cams (IN66° lift 9.5 EX68° lift 9.5)
HKS adjustable Cam gears
N1 pistons
N1 pumps
Bosch 660cc injectors
Splitfire Coils pack
Metal head gasket
NISMO fuel pressure regulator
HKS oil filter relocation kit
HKS GT intercooler
HKS blow off valve
Twin-plate OS Giken clutch
Fujitsubo Super Legalis R Stainless Steel exhaust
Polished intake manifold
Cusco aluminum catch-can

Electronics
GReddy boost meter
HKS turbo timer
HKS electronic boost controller
HKS VPC
Omori gauges (exhaust temp - water temperature - oil temperature - oil pressure)
Innovate Wideband O2 Sensor
NISMO 260km/h cluster
Almasi Tuned ECU [Replacing HKS PFC F-CON]

Handling
Gab suspension
Cusco strut tower brace
Sway bars
Full Roll Cage
Desmond Regamaster wheels

Dyno sheets
Note: Numbers done on a Dynapack in rear wheel drive mode on a hot, humid day
Flywheel HP vs Flywheel TQ (computed using a 1.18 ratio)

Wheel HP vs Boost (PSI)

AFR vs Wheel HP (AFR is off. 12.5 is actually 11.8, so the entire scale needs to be lowered by 0.7)


Pictures (Not so great, will work on that!)

Front


Side, displaying Veilside original graphics


Engine Bay


Top mounted turbos

[Brewpubeaver]

was this on an engine dyno? other wise most roller dyno`s say it is flywheel, but there really isnt a full proove way to determine critical drive train loss...


do you have any pictures of the car>? seems like a beauty

[ladou]

This was done on a dynapack, flywheel power was calculated with a ratio of 1.18. Real number was 502whp. I'll add some pictures of the car a bit later. We are also shooting a TV show next Monday (should be aired sometime this Fall), so there will be, eventually, a possibility to see the car in action.

[The Stig]

Very nice! How are those RX5s in terms of reaching full boost? And post some pics of the car itself when you get the chance.

[felix yuen]

damn..

[Daryl @ RightDrive]

any pics of this beast?

[ladou]

Added remaining dyno sheets, and re-formated the main post. Pictures of the car will be posted soon. Sorry, I'm just too busy with work and stuff.... :x

Edit: Anyone can tell me why the dyno images are not being displayed? I can only see the link, but can' embed the image inside the post...

[XSDAILO]

Nice....I remember the RX-5's from way back in the day. FYI, they are essentially IHI VF23s. If that dyno's AFRs are reading correctly, that is one LEAN machine. I recommend you have it retuned if you want that engine to stay together.

[fastbmw7]

Is it lean up to 3000 rpms and then acceptable after that?
It appears to be a couple of points below stoichiometric after it hits 3300 rpms. Or should they be targeting closer to the low 11's for AFR?
Thank you for the tutorial.
Cheers!

[ladou]

Thanks for your observations Xsdailo. I'm having issues finding good documentation on these turbos. I'll look for this new name VF23.

As for the AFR, when we did tune the engine, we were aware that the O2 sensor was reading leaner than what it should be. I don't have exact numbers on the actual difference, but I'll ask. It was done using an Innovate probe (which is essentially a Bosch one).

If I can ask, what kind of AFR were you expecting? I'd like to get your opinion since I run a wideband in the car (different from the one that we used on the dyno) and I'll do a comparaison between the numbers I see on my gauge and what's on the dyno chart... If I can get the data logging working....

[XSDAILO]

Every engine tuner has his/her own way of tuning an engine. Or I should say experienced tuner. A common misconception on seemingly all forums is that there is an exact AFR that a certain engine should be tuned to (e.g. RB26 = 11.5 a/f, 4G63 = 11.5 a/f, etc). There is however a threshold where one could call an engine "safe" or unsafe on pump gas though. I would say the AFRs on an engine like that should be at the very leanest, 11.5 at or near redline. That dyno graph shows about 12.6 - a definite recipe for a meltdown.

[Tazz]

Hi Eric, I'm Ladou 's spouse.

I took the car this morning to go to work and I got the following readings on the wideband guauge.(I was the only person in the car so I did the readings the best I could). So, at idle, AFR ranged somewhere between 12.5 and 14.5. Then at constant steady acceleration (not WOT though), it ranged from 12.5 - 11.5 and sometimes going even reaching 10.9 as the rpms got hirer. During compression, it would range somewhere between 14.5 - 16.5 and sometimes going lower. Another thing I noticed was that after deceleration using compression,it took a couple of seconds of acceleration for the readings to go from the 14.5-16.5 to the 12.5-11.5- (that was at low rpms before the boost starts to pick up). Didn't get the chance to read at WOT, being the only one in the car and caught in morning traffic.

Thanks.
Mel

[XSDAILO]

Well at part throttle, AFRs are a lot more flexible. It's more critical that the AFRs and timing are set correctly at WOT.

[ladou]

Edit: AFR scaling has been resolved. 12.5 is actually 11.8 in reality since the wideband was off. So the entire AFR scale needs to be lowered by 0.7!

[jmayhew]

Here's a car for everyone to aspire to.