- There's not too many Nissan S13s that can lay claim
to producing 950 wheel horsepower,
while still being completely street legal,
and being able to go down the quarter mile
in an 854 at 164 mile an hour.
We're here with Paul from PJs Quick Bits
to find out what makes this insane S13 tick.
So Paul this car isn't new to you,
you've owned it for about 11 years,
but I'm interested in starting with what you've got
in the car at the moment.
It's still got an SR20 in there,
950 wheel horsepower is an insane power output
for any SR20,
so can you tell us what's been done to make that engine
produce that power?
- Yeah it's a forged bottom end,
it's a 2.2 litre BC stroker kit in there.
We've got a Neo VVL head, it's a P12 head,
and they're able to rev hard and make good power.
- Let's talk about that head because that's one of
the areas that we've seen some really big power
developments in the SR20 tuning world.
The original SR20 DE and DET heads
are known to produce massive amounts of power,
and when you take that later model head,
it really just magnifies everything these SR20s can produce
so what's so good about that later head?
- Basically the valve train layout is a lot more reliable,
you're able to, it does away with the rocker issues
that you have with a DET.
Much bigger ports and two blades on the camshaft
which gives you the best of both worlds basically.
Low down drivability and top end power.
- So without trying to insult Nissan owners
all around the world,
this is essentially similar to the Honda VTEC mechanism?
- don't say that dirty word.
No absolutely, you're right, yeah.
- OK now I'm gonna guess that you are far
from standard cams producing that sort of power,
are you still retaining that two lobe mechanism
or are you on a fixed high lobe cam the whole time?
- No because it's a street car and it's done a lot
of road kilometres we've kept it with a Kelford,
basically a shelf cam.
And yeah it works really well.
- Now with the SR20 block producing that sort of power
with a relatively weak cast alloy block is a challenge.
Have you done anything there to make it reliable?
- Yeah we've got an aftermarket block in it
and we also have some custom Carrillo rods
and thick wall CP pistons in there.
- Now a 2.2 litre, you've increased the capacity there
over the stock two litre,
that's to help spool the turbo as well as producing
additional power and torque?
- Correct.
Drivability, it has a decent sized turbo in there
so it does bring it up nicely.
- Let's talk about that turbo,
what are you actually running on it at the moment?
- So at the moment we've got a Precision 7675 Sportsman
gen two turbo.
It has a 1.12 divided t4 rear on it.
- And what sort of boost are you running,
and where are you seeing full boost?
- So we've got full boost at 43 pounds
at about 6000 RPM.
We spin the thing to about 9500 to 10000
so it's still a pretty good power band.
It starts making good positive usable boost pressure
at about 4000.
- Yeah that's pretty reasonable
when you can rev it that hard.
Now getting that sort of power to the ground
in any chassis is gonna be challenging.
You've got a fairly unique solution to improving
the traction there, you've actually converted it
to four wheel drive.
So I'm not too sure there's many S13s
that are four wheel drive.
Tell us what you've done there.
- As far as I know it's the only one in the world
because it was quite an undertaking.
Basically what was happening when it was rear wheel drive,
we were going good at the track,
because it's a street car it became sort of,
the bigger the turbo size we went,
the less usable the power was,
so we went, we basically grafted a GT-R sump,
modified that, with the, obviously the diff housing
that comes with it,
and made an adapter plate to fit onto the SR.
- So for those who aren't aware with the R32
through 33 and 34, the GT-R engine,
the RB26 has a sump with an integrated
front differential so that's what you're talking about.
You've essentially cut and shut the GT-R sump
and converted that to fit to the SR20?
- That's correct and then we used the front sub frame
from the GT-R, the GT-R shafts,
we did a bit of trickery with the suspension,
making it all adapt and yeah it works really nicely.
- Now how has that changed the car's power delivery
capability compared to when you were running,
I believe you ran that 854 that we mentioned earlier
when it was rear wheel drive with an H pattern box.
So how much has it changed the car's capability
now being four wheel drive?
- It feels similar to being at the drag strip
but on a street surface now,
you can really lay down the power and just let it,
feed it in and it just hooks.
- What would you think it would do now
if you went back to the drag strip again?
- Look I don't think we'd really go too much faster.
It is making more power but it also is a heavier vehicle now
it's put on about another 100 kilos.
So that's gonna come at a cost down the strip.
- Talking about the rest of that
four wheel drive drive train,
you've got a gearbox behind it that obviously
needs to send drive forward to that GT-R diff.
How are you doing that?
- OS Giken 88 sequential six speed,
and then we're using the ATESSA system
out of the GT-R as well,
and we're using an aftermarket controller for the ATESSA,
it's an ETS-Pro.
- So you've essentially got a full
GT-R running gear in there,
just fronted with the SR20.
- Yeah that's right.
- And that OS-88 gearbox, this is a full sequential box,
clutchless shifting,
are you using a gear change ignition cut system?
- Yes we've got closed loop flat shift system on it
so I've got a sensor on the end of the sequential drum
and then obviously the load still on the stick
and it's cutting through a Geartronics flat shift box.
- OK you just mentioned the ATESSA,
the four wheel drive split controller,
so tell us a little bit about how that works,
what are you doing with that?
- So what we're doing is we can adjust how much drive
we feed to the front wheels depending on,
it works on g force and throttle position.
- So is there a big advantage to be had in getting
that optimised and if so,
where are you using front front drive
and where are you reverting to rear drive?
Because that's one of the things with the GT-R
four wheel drive system,
it's predominantly a rear wheel drive package
that then starts sending drive to the front wheels
only when needed.
So how are you using that to optimise it?
- Well for a burnout we can leave it in,
basically no gain to the front.
And then it has two options,
basically an automatic option where we can
set a maximum and it'll apply that as it's required,
on demand.
Or we can have it locked from the get go.
- Now let's just talk about the engine management
with the car, what are you running there?
- It's a Haltech Elite 2500.
- And are you using that for any advanced functions
such as traction control or boost control?
Or are you doing that independently?
- We're using boost over speed in this.
So we've got settings in the ECU which we then
control through e-Boost
so we can sort of just do quick adjustments on the fly.
And yeah closed loop wide band,
have to think what else we're using through the ECU.
We've got, geez, to be honest with you this whole thing
is driven off the ECU.
- I think we're seeing that more and more
as the cars make more and more power,
that ECU control and the tuning becomes
obviously much more critical.
Look Paul it's an amazing piece of work there,
particularly with that four wheel drive conversion.
Making that sort of power is really impressive,
and we wish you all the best for racing here
at the Flying 500 at World Time Attack,
thanks for chatting to us.
- Thanks Andre, thanks HP Academy,
you guys are doing great.
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