Risking

I did an oil pump in an FG F6 yesterday using an atomic pump. It was a rocker cover, timing case, front sub frame and sump off job. Took just under a day to complete from tow truck to driving out. Owner got lucky and it broke after he was abusing the engine so he had time to shut it down and save the thing, engine was idling.

The build has begun, I've been collecting parts for a while now. Ive got 6 speed holinger H6S. ( sequential) Tilton triple plate clutch Two 3540's with tial v band exhaust housings. CPC (custom plenum creations) inlet plenum Motec m800 and aim mxl pro dash Injectors, Weldon fuel pump etc Peterson 4 stage oil pump Peterson tank Ati balancer and drive mandrel We are looking to use pauter X section rods and a custom JE piston. Same stuff we have used in previous cars. The rest of the car is being built as a space frame r32 chassis, but will have an r34 Gtr front end. Carbon body panels (already moulded) Tilton pedal box Ex 997 cup car calipers and 380mm rotors 997 Porsche uprights with center lock hubs 18x13 rear wheels 18x12 fronts. Custom 4130 subframes and suspension components. It's an all or nothing type of build that has a very healthy budget behind it, I've got all the parts listed areasy besides the engine internals. In the next few weeks I'll get the engine sitting in the chassis then have it stripped down to begin the rebuild. The old rb26 we use is based on a 20+ year old design and honestly they are rubbish engines. The ford engine seems to have some good credentials behind it and how could I ignore the extra 1400cc to begin with. Big capacity, very similar weight, same engine layout, newer technology design, how could it possibly not work.

I'm building a Nissan circuit car and using an FG Engine which is being built from a factory LPG engine. it will be turbo charged, dry dumped etc etc. However I'm at a cross roads with the ecu. Obviously using the FG ecu will be next to impossible? I plan to use a custom inlet manifold that I'm having specifically designed for this engine and was considering converting back to a cable throttle body. After speaking with Haltech their current ecu's won't support the fly by wire throttle body. Has anyone used a Haltech to control the throttle on an FG or is Haltech on the ball with this? Another thing Mentioned was they can only control one of the VCT cams. Obviously inlet would be used but his opinion was the exhaust cams only helped to the engine to pass emissions and there was no need to control it Any truth to this again?? I'm open to ecu suggestions or am I able to have my FG ecu modified in some way to run the engine without the rest of an FG's control units etc? Thanks in advance any help is appreciated Brad Pro fabrication race engineeing

I now have an FG LPG engine which I've grabbed cheap. I plan on Keeping the block, crank, head and cams. After some lengthy discussions with my machinist we decided to just buy the freshest block and head we could (7500km old) then replace everything to bring it up to spec. I'll be running a full dry sump so wont be worried about the gears failing. was more a curiosity question.

I'd planned to change valves, seats, guides etc as normal car preparation. I've heard stories about weak valve springs? Any truth to what I've been told? I'd be changing rods and pistons as part of a rebuild so that's not of great concern. I have a few 3540's with tial stainless steel exhaust housings. I was going to try and utilize them in some way before paying for a new turbo. I own and run the workshop which owns the car so whilst having a reasonable budget I'm also trying to use any existing parts to save costs if possible. Do these engine suffer any oil surge or pump issues? I plan to dry sump the thing as it's again part of the car build I'd always do but curious to know if they have an inherited weakness in the oil system

Thanks so far. I'll be looking for an at the wheels figure. In saying that I want to get a season of racing from the engine so reliability is paramount. Is there any difference in the heads na to turbo?

I build and develop race cars for a living it's my business. For years I've been stuffing around with nissans and the RB26 engine. I'm about to embark on a new workshop project. The car is an r32 skyline but I'm throwing the idea around using an xr6 engine. So I'd like to know what if any are the differences in top and bottom ends from base model xr6 na engines to the turbo and f6 range? I'll be rebuilding whatever I buy and doing a dry sump conversion do if I can get away with an na engine I'd rather do that. I am also considering using two 3540's with tial stainless exhaust housings. I will be searching for 380-420kw. What sort of engine work is required for this to be possible? I realize pistons etc but I hear stories about valve springs etc?? Any advise people can offer would be greatly appreciated. I'm sure there will be many more questions I have