How to Build a 10-second Skyline GT-R -and Skyline GT-R Modifying Guide

hello and welcome to this special episode of motive garage where we're going to show you how to build a 10 second straight GTR [Music] missons r32 GTR burst onto the scene in 1989 and dominated group a racing and since then has become an iconic car amongst the tuning industry and the playstation generation so why the r32 through r34 GTR so popular well beyond its racing pedigree the RB 26 engine can make massive power the chassis can handle it and the all-wheel-drive system can put the power to the ground it has seen success in circuit time attack tarmac rally drag racing hell even drifting but most importantly you can build a very quick and well-balanced Street curve the GTR scene has boomed in Australia since the early 2000s and now the GTR is making its mark in the US a 10-second GTRs have become almost normal and there is plenty of nine and even eight second Street driven GTRs in fact the quickest street GTRs in the world which are full bodied registered cars on a radial tire all come from australia and are all now deep into the 7s want some proof of how awesome they are well just watch this [Music] [Applause] now the gt-r isn't perfect certainly has its weaknesses many of which have been well-documented but we wanted to find out for ourselves just how much of that information is fact versus myth and that's what led to this car our r32 GTR affectionately known as project budget supercar now after six years of development its led to it being the quickest GTR that we know of on a stock bottom-end having run a 992 at nearly a hundred and forty four miles per hour all while remaining drivable responsive and a fun all-round street car the way a GTR should be our philosophy with this car from day one has always been to only replace parts that are either broken or we need to upgrade them to get more power and this is led to finding the true limits of each and every part on the car now the car gains popularity on our youtube channels we tried to dispel as many myths as we could about the GTR and to be honest we've pushed it well beyond what we thought we ever would and you can watch all of those videos on our youtube channel now that experience with this car is what's going to enable us to tell you everything that you need to know now one thing you need to do now is make a choice do you want the GTR to be an all-rounder that can turn accelerate and stop and be a fun Street car where you can do nearly anything with it or do you want to build the car to just focus on going quick in a straight line now the reason you need to make this choice because it will determine how much power you need and probably how much money you need to spend now a GTR that's dedicated to drag racing can run a 10 with as little as 125 miles per hour but if you want to run in the tens on street tires and the car setup for handling you really need to aim for more like 130 mile per hour down the quarter worth of power in the car the other thing you need to choose is fuel now we switch to a 85 pretty early due to the fact that it's incredibly safe knock resistance you can make heats more power by running more boost and to be honest the car would never know to do what it's done without a 85 now we're going to be talking about drivetrain we're gonna be talking about suspension tires and lastly we're going to talk about how to make the power now when it comes to the drivetrain unlike other Ford tries it's actually pretty easy with the GTR the stop front and reduce the transfer case and all of the stock shafts are more than capable of running into the 10-second zone and we've even seen them go into the nines in fact we recommend unless they're broken don't touch them leave the four-wheel drive system the way it is now one thing you do have to upgrade is the clutch now a single plate clutch can just be made to work but we recommend just go straight to a good twin plate clutch that way you get the clamping force that you need to hold a four-wheel drive on launch as well as getting the drivability now we've always used direct clutch services twin plates we've done hundreds of launches in the car and it's never let us down now the next thing to talk about is the gearbox itself now r32 and r33 five speeds are notorious for breaking third gear when driven aggressively which is true however they can go into the tens no problem and we've even seen stop five speeds going into the nines but it's all about how you drive it it's not the speed of the ship it's the way that you come off the clutch once you're in third doing that will help the gearbox survive for quite a while however with big power you are eventually going to break it now the jet tracks six speed out of the r34 GTR is a much stronger transmission very similar to the Supra six speed so strong in fact that most are thirty four owners don't even bother to change a transmission even with a thousand horsepower now as far as we're concerned the only upgrade after a jet track is a 6-speed sequential gearbox which is exactly what we do thanks to our friends at PPG now if I switch into that gearbox we get dog engagement for faster shifts which gives us more mile an hour and we don't drop off boost we also get better ratios that are optimized for a GTR and the most important thing is it's a whole load of fun [Music] so the factory drivetrain is pretty good so is the factory suspension but once you start modifying it that's when you need to decide between whether you want to set the current for handling or if you only care about drag racing now the factory gt-r suspension is actually pretty good for a mildly powered GTR and we've seen them run into tens without touching this suspension at all now GTR suffered terribly from camber curve basically when they squat once the rear arms become horizontal after that they've got shocking camber curve which basically means they get heat sanded camber on launch you get less contact patch on the ground and you lose a whole bunch of traction for drag racing our recommendation is don't lower the car anymore than having the rear lower arms level as that's really the right spot for handling and a good compromise - straight line grip as well so one of the best things you can do whether you're setting it up for drag racing or handling is to install aftermarket adjustable rear camber arms now if you want to go drag racing you actually set the camber to be positive statically so as it squats it ends up being zero for maximum traction now if you want to set the cart for handling though don't go crazy on the static need camber especially on a street tire we run about negative 0.5 for two reasons it gives us good grip in a straight line but when the car actually turns into a corner and the weight transfers to the outside the kanva curve means it gets more negative camber in the corner anyway in fact before we added our rear camber arms we were struggling to get into the Thames with just too much wheel spin off the line so we actually raised the car installed rear camber arms and changed our canvas setting and straight away next pass into the tens now when it comes to the front suspension you can pretty much set it up for handling or leave the stock suspension negative camber on the front is actually a good thing because as the car lifts they tend to go back to zero for better traction as well now the big thing you've got to worry about with the gt-r is the fact that well they're old so some suspension components would just be simply worn out now we went and replaced all of the bushes in the car with brand new super Pro items it basically makes the car drive like brand new now we also installed super Pro sway bars as well for better handling and we installed 10 coil overs with edsc now these are relatively soft so they do really well on the street they're still great for handling and they're not too bad for drag racing either which gives us the ultimate all-round GTR now the next thing to talk about is tires to be honest this is the most important thing with your GTR to determine how easily you're going to run into the tens now if you want to try and do tens on street tires that's pretty much going to depend on the surface I've seen some cars run high 1.5 seconds 60 foot times on a street tire but that is very rare generally you're gonna run in the 1 7s to 1/8 now this means you're gonna get a whole lot more wheel spin than you expect on takeoff when you're driving on a street tire in fact we had that exact problem to begin with when we're first trying to get into the tensed as the power increases this problem just gets worse and worse and worse you really need to switch to a drag radio if you want to try and get the optimum time out of your GTR at the strip now we've found that generally if you want to run in the 10s on a street tire you need the power for a hundred and thirty mile per hour while if you want to run into the tens on a drag radial you can get away with power for as little as 125 miles per hour now we've done back-to-back testing of street tires versus drag radials and on an unprepped track at an airport we've found that the times dropped from mid 1 eights don't or I wonder when we went to the drag strip those 60 foot times dropped from mid 1:7 to meet at 1:5 now that two tenths at the 60 foot mark became 4/10 at the finish line which is the general rule of thumb so basically we went from running 10 70s to running 10 30s just by switching to drag radials now you're setting your car up for handing like we were you're gonna run a 17 or an 18 inch wheels so you can clear those big breaks but a drag radial on that rim is more than sufficient for running quick times however if you're setting it up for drag racing simply stick with the factory 16 inch wheels to give yourself the biggest sidewall possible so basically if you work on a set of drag radials you're gonna run tens a lot easier and with less power so now it's time to talk about making that power [Music] now when it comes to making power with a GTR there is a whole bunch of opinions myths and mistakes about tuning the legendary RB 26 now sorting out fact from fiction is the main reason we developed project budget supercar now the myths around the oil pump oil control and the strength of the block and we can tell you firsthand but some of them are definitely myths and some of them are definitely facts now first up the oil pump now the RB 26 was developed with two different types of cranks an oil pump the short nose crank and the long nose crank now basically a short nose crank only has a very small surface area that contacts with the oil pump and it's prone to failure this is why listen changed it halfway through the r32 GTR s model cycle now if you have a short nose crank it's fairly likely it's gonna break however you might make it into the tens before it does but you do need to stick to the factory seven and a half thousand rpm rev limit now the long nose crank and oil pump setup this is where the myth comes in because people think that they can't handle any power but we have most certainly proven that wrong we've mowed over 730 wheel horsepower in our GTR which some people say is pretty much nine hundred engine horsepower and it's still going after six years let alone the 15 years where we don't even know how it was driven before that now some oil pumps have probably just broken due to old age and wear and tear but we can tell you what does break them number one culprit is rev limiter secondly taking the RPM beyond the factory rev limiter and thirdly anything that shock loads the oil pump such as two-step launch control flat shift even detonation or misfires can shock load the oil pump and break it now we know these things so we've tuned the car and we drive it around those issues we have an 8200 RPM rev limiter that we try to never touch we don't dump the clutch on launch wherever we can avoid it we try to ride the clutch and we just don't do silly burnouts or stupid driving in the car we have any problems with it shut it down and diagnose it rather than risk the engine now the next issue is oil starvation now when a GTR is subject to high G loadings either in the launch or when cornering at the track especially with grippy tires they're known for oil starvation problems now there's two parts to this the first part is the sump which gets starved of oil and the second part is oil getting trapped in the head now this problem actually gets exaggerated by aftermarket oil pumps why well because they're a high volume oil pump which means they simply pump more oil now the RB 26 is a high revving engine which means a lot of oil ends up in the head now if you have a stock oil pump then having rocket cover baffles like we do is generally enough you also need to make sure that you've got a nice big catch can as well but when you switch to an aftermarket oil pump that's when you need to start worrying about keeping oil out of the head this can be done with restrictors to the head as well as adding an extra drain to the back of the head to get it back to the sump even quicker why is this so important though well if the oil is trapped in the head and it's all being pushed towards the back you can literally run out of oil in the sump now this leads us to the next problem which is oil starvation in the Sun now if the oil is trapped in the head while you're under high coronary or acceleration loads sometimes the oil pickup can be starved of oil now if you've got a standard sump we advise just putting a baffle into it if you can or if not just keep the oil level over full to make sure that you don't run out another great investment to look after the standard bottom end is an accumulator basically this stores oil under pressure so if the oil pump ever gets starved of oil the accumulator takes up the slack to make sure the oil continues to circulate through the engine but the golden rule is if you have an aftermarket pump you have to have an aftermarket sump why there gives you up the oil capacity to over 10 litres with some of these sumps which basically means you should never run out so the oil starvation issue is certainly a fact now the next issue to look at is the cracking of the block a very big topic when it comes to our b-26s and in fact we know it's a problem because Nissen developed the n1 block and the GT blocks to go racing with now at what point do they crack well it can vary ours cracked at 675 wheel horsepower now we were able to put JV world over the top and just keep on driving the crack isn't that bad that's only a temporary fix though you want to do it properly you need to strengthen the block but that's a topic for another episode now the next thing you need to consider with the engine itself is the head gasket and head studs now we've found that basically once we hit 500 wheel horsepower the factory head studs stretch you lift the head and eventually you break a head gasket we put a fresh head gasket and fresh head studs into the car but bear in mind if you're going to shoot with a sort of power we are you need to skip ARP 2000s and go to the top of the line head stud that you can get now if you just want to scrape into the tens with 125 mile per hour you can probably get away with leaving stock head gasket and stock head studs but as soon as you want to shoot for 130 mile per hour plus it is a problem that you need to take care of now the last thing you want to look at for reliability is cooling now if you're only doing drag passes just leave it standing it won't be an issue however if you're building a 500 plus wheel horsepower streetcar you will need to invest into an aftermarket oil cooler as a minimum and we also recommend getting an aftermarket aluminium radiator as well now let's talk about making power the most important thing you're going to choose is your turbocharger do you go twins do you go single we've already done that comparison on our YouTube channel so we're not going to continue the argument here that singles are better now you basically want to choose a turbocharger that allows you to make the power to run the mile per hour that you want but the other consideration is basically keeping a turbo that's a nice size to keep it nice and responsive and fun to drive as well now a set of Garrett GT 20 860 - 7 low mount turbochargers bolts straight on and they'll give you enough power on e85 to run over a hundred and thirty miles per hour and run ten second passes in fact we run a ten nine at 131 on street tires and it probably would have gone 10 60s on drag radials now if you're going single the gun choice is the Garrett GTX 3582 are they can make nearly seven hundred wheel horsepower when squeezed and go nearly a hundred and forty miles per hour in an r32 but the turbo still super responsive and a whole bunch of fun to drive check it out [Music] now choosing the rear housing is going to determine the power potential and the response of the turbocharger and we went for a 101 twin-scroll rehousing we match that to a six boost twin scroll manifold and a turbo smart external wastegate it's a proven combo that works exceptionally well so next is the exhaust system our advice is skip the French system and go straight to a three and a half inch exhaust for power levels up to about 650 wheel horsepower after that you want to look at a four inch exhaust now you're also going to need to upgrade the intercooler we upgraded to a four inch thick HKS intercooler which does the job perfectly now next is the blow-off valves which you can change if you want but we've kept them completely standard and after that is the inlet manifold now we've found that you just don't need to change it unless you're looking at four digits worth of horsepower the factory six throttles an inlet manifold works perfectly fine for a car that's trying to run ten second passes now the next thing to look at with air flow is camshafts now we've seen standard camshafts make enough power to do 125 miles per hour but if you want to do it a little bit easier you should look at upgrading the camshafts now we use tow mate tight beep on cams which are a drop-in camshaft you can put straight in now it's recommended that you reach him the head but you don't have to now if you're gonna go over 27 or 28 psi of boost you do need to upgrade the valve springs and if you do that you definitely need to reassume the head or your risk popping shims which we did multiple times before we reach you the head now one thing that you must install is adjustable can gears these make for big improvements in mid-range power without sacrificing top-end power if your tuner says that you don't need adjustable Candies it's time to find another tuner so the next thing you're going to need to tackle on the gt-r is the fuel system so we recommend installing a surge tank now you're still going to need to upgrade your in tank pump because the factory ones probably gotten pretty old you want to get something compatible with e85 such as one of the walbro pumps that can flow over 400 liters per hour now when it comes to choosing fuel pumps to go with your surge tank basically you need enough fuel flow to manage the power that you try make now we've got a Holley Dominator which is essentially two fuel pumps inside the one housing and capable of making a thousand wheel horsepower so more than enough for what we need so once you've got your surge tank in your fuel pump sorted you need to look at the fuel line's having one factory fuel line is simply not enough flow now one little trick that we've done is we actually use the factory fuel lines as a dual feed to the engine bay so we only needed to add one dash eight return line to the back of the car now the next myth when it comes to modifying the RB 26 is the fuel rail now the factory fuel rail is big enough to handle plenty of power the problem is actually the size of the inlet and the outlet into the fuel route so what we've done we've actually modified the factory fuel rail by putting an extra outlet in the middle of the rail basically we've converted it to a twin entry rail so we basically have the two factory fuel lines going up twin entry have a single outlet that goes to the turbosmart fuel pressure regulator and the jobs done now the most important part of the fuel system is the injectors now we only use Bosch stainless injectors as they can handle e85 without having any problems now a thousand CC injectors will handle low six hundred at the wheels and get you into the high 130 mile per hour bracket but if you want to make more power than that you need sixteen hundred and fifty CC injectors which we have now that can support upwards of eight hundred wheel horsepower and next on the list is the ignition system now the factory ignition coils and igniter energy TR are actually pretty good the problem is though they're just old and that's why they fail now split fire coil packs are a very easy bolt into solution to handle well over 600 horsepower but the gun choice right now for ignition system is using the r35 gt-r coil packs now we've got a billet coil pack kit from Godzilla motorsport more than cable of Helen 2,000 horsepower which means we're never going to have a problem now the last thing to worry about is engine management personally I like to go for a complete aftermarket engine management system now this car has a how take a platinum plug-and-play ECU this means we have a whole bunch of features that we need like engine protection systems have also got control over boost we can also have nitrous trol we can have launch control in fact we can pretty much have whatever we need and we've got the flex-fuel option as well 485 now once you've got all of your card together now you've got to get it tuned this will make or break the way your card drives as well as whether it'll survive finding a good tuner is probably the most important thing that you're going to need to do now we use Croydon Racing developments here in Sydney because they've been working on GTR since the late 90s and they've got some of the fastest and most powerful and reliable GTRs in the world our car has done over 200 pulls on the dyno acquired the racer developments in the last six years and the stock bottom end is still going if that's not enough testament to how good the tuning is well I guess nothing will now to be honest we've pushed the car well beyond what we ever thought was going to be possible with the stock bottom end but hopefully our research and development has given you guys the knowledge that you need to build your GTR and dispelled a few myths along the way now the best part is the car still going so we're going to go next well after watch our YouTube channel to find out

Channel: Motive Video

Views: 397,818

Rating: 4.9488688 out of 5

Keywords: skyline, gt-r, 1320 video, project budget suprcsr, motive, project car, hot to modify, how to make fast, gtr, nissan skyine, r32, r33, r34, rb26, turbo, DIY, 10-second, 9-second

Id: aM3TaZ7wDfQ

Length: 22min 15sec (1335 seconds)

Published: Sat May 26 2018