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Posts Tagged ‘conrods’

HKS Forged Pistons and Connecting Rods for Nissan GT-R

August 6th, 2010

HKS have released their awaited forged pistons and conrod package for the VR38 engine recently as a compliment to their GT800 turbine upgrades. Designed to offer high durability, the HKS pistons are also designed to cope with much more power than standard.

Before getting too steeped in the technical specs, let’s run over the highlights of the HKS forged piston product. These pistons offer the same bore x stroke of the OEM pistons meaning the same displacement volume and that they’re a direct fit. What does change is the crown volume (concave) which increases from 4.49cc per cylinder to 8.01cc. This has the effect of decreasing the compression ratio from the standard 9.0 down to 8.7. Thanks to the forged hollow channel construction, the HKS pistons also weigh in at 25 grams less than the OEM items (420g vs 445g).

For full specs for the pistons and the conrods see the data below from HKS. For pricing, contact your HKS distributor for local pricing but expect to pay around 367,500 yen if you’re in Japan for the full set.

  HKS Product OEM
Bore x Stroke 95.5 X 88.4mm 95.5 X 88.4mm
Compression Ratio 8.7 9.0
  Gasket Thickness HKS t 0.8 t 0.80
Total Displacement (cc) 3799 3799
Piston Bore 95.5 same
Compression Height 34.30 mm same
Concave Crown Volume 8.01 cc 4.49 cc
Material Forged (hollow channel) Cast (hollow channel)
Reference Weight 420 g 445 g
Pin Dimensions 23 X 60mm 23 X 62.5mm
Rings Dimensions TOP B 1.2 mm same
Dimensions SEC B 1.2 mm same
Dimenstions OIL B 2.0 mm (3 pieces) same
Conrod Small End Dimensions 23mm same
Big End Dimensions 59mm same
Length 165.1mm same
Material SCM treated Cast Steel
Reference Weight ~722 g ~724.6 g
Weight Variation less than 1.0 g
Bolt M9 X P1.0 / 14.9T same

Link: HKS Forged Pistons and Connecting Rod Release

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Mine’s Super Response Complete Engine and Turbos Launched, Priced

August 4th, 2010

Well it’s been quite a while since we got to experience first hand this Super Response monster that Mine’s have born out of their Yokosuka workshop. The time has finally come though that the Mine’s VR38 is ready to officially go on sale with full published specs.

We have said much of the emotional and overview stuff back in our January first impressions so those that are truly interested in this beast should go back and review our article from then to get a feeling of how it goes.

Link: Mine’s Complete Engine First Impressions by GTRBlog.com

If you’re interested just in the raw numbers and specs, here they are straight from Mine’s. First up let’s talk pricing. The Super Response Complete Engine will cost you 3,465,000 yen in Japan provided you trade your original OEM engine. If you can’t supply an engine then Mine’s can supply one for you but at a total cost of 5,565,000 yen in Japan.

Add the Mine’s Super Response Turbines to these and you’re looking at 3,990,000 yen with OEM turbo trade-in or 6,615,000 yen without engine or turbine trade in at the upper end of the scale.

For that money you get a out of the box engine utilizing all of Mine’s know how including…

Mine’s R35 GT-R Super Response Complete Engine
Part Material / Specifications
Cam Gear Lightened
Cam Shaft Shore Pro IN 256°/ LIFT 10.2 mm
EX 264°/ LIFT 10.5 mm
Shim Space Adjustment
Valve Spring Uniform Rating
Valve Guide Phosphor Bronze
Valve Seat Resurfaced
Seating Modified
Valve Re-surfacing Modified
Port Surface Smoothening Modified
Ignition Chamber Machining Modified
Head Polishing Modified
Head Deburring Deburring
Head Gasket Original Metal Gasket
Head Bolt WPC Application
Crank Cap Bolt WPC Application
Piston Original Forged Wrought Aluminum Alloy Pistons
Connecting Rod Super Light Weight Titanium
Connecting Rod Weight Detail Minute Balancing
Crank OEM Modified/Lightened
Dyanamic Balance
WPC Application
Crank Pulley Balancing
Crank Bearing WPC Application
Block Polishing Polishing
Block Deburring Deburring
Thermostat Low Temperature Thermo(68 degrees C)
Spark Plugs NGK(#9 equal)

Mine’s Turbine Data Sheet
TURBINE WHEEL NAME GT-R OEM MINE’S ORIGINAL
COMPRESSOR SIDE BACK SIDE DIAMETERf(mm) 56.0 71.00
INLET DIAMETERf(mm) 43.4 51.20
TRIM VALUE 60 52
NUMBER OF BLADES 12 12
TURBINE SIDE (EX) BACK SIDE DIAMETERf(mm) 53.0 52.85
EXHAUST DIAMETERf(mm) 39.8 46.07
TRIM VALUE 57 76
NUMBER OF BLADES 9 9
CUT BACK PRESENT
POSSIBLE POWER OUTPUT (PS) approx 600 ps approx 800 ps
PRICE 526,000 yen 690,000 yen
REMARKS STOCK TURBINE TRADE-IN

For more information on all of the above, or to contact Mine’s, head over to their website linked below…

Link: Mine’s R35 GT-R Super Response Complete Engine Website (English)

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Boost Logic Release VR38 Stroker Kit for Nissan GT-R

May 20th, 2010

Boost Logic heats up the GT-R tuning scene a little more this week when they launch their stroker kit for the GT-R’s high tech VR38 engine. The focus of the stoker kit is the 4340 billet steel crankshaft machined to provide either a 92mm or 94mm stroke which offer displacement uplifts to 4.0 and 4.1 liters respectively. Note that block milling will be required for the 4.1 liter kit though. The kit also comes with the following:

  • Custom Cylinder Liners
  • CP Forged Aluminum Pistons
  • Piston Pins
  • Snap Rings
  • Piston Ring Set
  • Carillo H-Beam Connecting Rods
  • Billet Crank Shaft

Pricing is set at the $10,999 point but you’ll most definitely wanna get in touch with the guys at Boost Logic to find out more. You can do so via their website linked below…

Link: Boost Logic Website

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JUN Auto VR38 Short Head Announced and Short Block Priced

April 20th, 2010

JUN has expanded it’s range of VR38DETT engine upgrades with the release of the JUN Short Head in two different flavors; the BASIC and the EX Short Head.

Included in the BASIC version is the following gear:

  • New cylinder head (OEM)
  • New Intake and Exhaust valves (OEM)
  • New Valve Springs (OEM)
  • New Valve Retainers (OEM)
  • Fitting of valve train, camshafts/JUN camshafts and lifter clearance adjustment

The EX version is similar but adds these unique parts along with some porting and polishing:

  • JUN Strengthened Valve Springs
  • JUN Titanium Valve Retainers
  • Intake and exhaust port polishing
  • Valve seats cut
  • Head surface verification and correction

Pricing is set at around the 718,200 yen mark for the BASIC head and 928,200 yen for the EX version in Japan.

Also along with the short head announcement comes the pricing and specs on the JUN EX 4.0L Short Block that we first saw at Tokyo AutoSalon in January this year.

The JUN EX 4.0L short block comes with the following:

  • Bore x Stroke: 96.0 x 92.0 mm
  • Displacement: 3996cc
  • New cylinder block (OEM)
  • JUN Custom Kit EX 4.0L
  • JUN Piston Kit Series C
  • JUN I-Beam Conrods
  • JUN Crankshaft
  • JUN Cylinder Liners
  • New bearings
  • Comes fully assembled and checked

The JUN Short Block is priced at 2,310,000 yen in Japan. Hitup their website in the links below for more information or speak to your local JUN distributor if you’re interested in local pricing.

Link: JUN Auto Short Head Website (Japanese)
Link: JUN Short Block Website (Japanese)

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Mine’s Complete Engine for Nissan GT-R: First Impressions

January 30th, 2010

Regular readers will remember that we were fortunate enough to be able to pay a visit to Mine’s headquarters in Yokosuka, Japan recently. It was the Mine’s Meeting Event that we were invited along to to get the scoop on their latest parts including their amazing new dry carbon front bumper.

Some readers with long memories will also recall the brief update Mine’s released back in November 2009 about the first test day after completion of their very first Mine’s Complete Engine. It was great to read their excitement over the finished product which they had been planning, designing and building for quite some time. Moreover, I was intrigued to experience it for myself to see if the end result was as good as a sum of it’s parts. So lets step back to the beginning to talk about the Mine’s Complete Engine and what exactly it is.

To understand the complete engine you should first start with understanding the Mine’s tuning philosophy. Since day one, tuning has been about feeling for Mine’s, and one feeling above most others in particular – response. The ability to get up and go is valued above almost anything at Mine’s, and that includes raw horsepower numbers. So when tuning the VR38, a big displacement engine with small turbochargers attached, that is to say already quite perky, Mine’s have to go to extremes to improve. This is, in a nutshell, what they have done.

The engine is built from the ground up using lightweight components. The VR’s cast pistons are replaced with forged lightweight items sourced from Mahle. These are forged from aluminum silicon alloy and are coated to lower friction. These are also combined with lightweight pins to bring down the total piston assembly weight.

Next, the stock forged conrods are upgraded. For this task, Mine’s chose ultra-lightweight titanium I-beam conrods. Combine these with the lightweight piston assemblies and each cylinder is down 320grams of reciprocating mass, a saving of over 1.92kg (4.232lbs) spread out over the six cylinder VR38DETT engine.

Working our way up to the head now where the Mine’s Super Chamshaft Shore Pro are utilized. An ideal match for the turbos used, they help the engine breath better. You need to move a lot of air quickly to keep an engine like this happy so proper camshaft choice is crucial to the end result.

The Mine’s demo car is also obviously fitted with pretty much the entire Mine’s R35 GT-R catalog. We should touch on these modifications too to ensure everything is detailed properly.

Ensuring air can get to the engine to begin with is another big focus of the Mine’s complete engine. Painstaking attention has been paid at every stage and to get an full picture of what we mean. lets describe the intake airflow. Starting at the beginning; air enters the system at the standard airbox where it’s filtered with a Mine’s VX-Air filter. It moves along to the Mine’s Titanium Suction Pipe into the turbo compressor side where it’s compressed and forced into the Mine’s Titanium Intercooler Hard Pipe kit. Then it’s off to the intercoolers to be cooled and back out towards the engine again. It then travels via the OEM piping and hose setup properly reinforced to keep it from expanding or popping off by the Mine’s Induction Support and Clamp kit.

Finally, before it enters the intake plenum, it passes through the Mine’s High Flow throttle body which has been smoothed and tweaked in just the right ways to provide as little obstruction as possible.

Phew there’s a lot there but just about the only part Mine’s hasn’t improved in there is the turbochargers themselves, and we’ll get back to that later because we’ve some secrets to let you in on there.

Fuel delivery is just as important, so no chances are taken here either but in comparison the modifications seem simple and perhaps that is part of their beauty. The standard fuel pumps are upgraded with the Mine’s variety. They feed a set of twin upgraded Mine’s Fuel rails into six larger than standard 650cc fuel injectors. While these aren’t giant injectors, they are perfectly sized for the desired output.

Driving the whole thing at an electronic level is the Mine’s VX-ROM with Mine’s legendary tuning ability in full force under the hood.

So that’s how it’s put together, but how does it go? Well to say quick is putting it mildly. It’s a fair bit insane actually.

Shortly after our arrival at Mine’s workshop we had a chance to go for a spin in it. With Niikura-san behind the wheel we took off at a brisk pace out on to the freeway for a short thrash. I guess the first impression you really get is surprise, it’s also the look on your face when you’re told that the Mine’s GT-R is making around 650hp. 650hp shouldn’t be so instant, there should be some spool, some lag before the bulk of the power is delivered. Even if it’s imperceptible, surely it should be there? There just isn’t any time to think about that though as we quickly blow through another gear on our way out of town.

The real key to the Mine’s setup is the instantaneous usability of the power. That is what is most attractive and what would be addictive. The car seems connected more aggressively than ever before to the driver’s right foot. From low RPM in high gears, the GT-R already shines out as atypical for a turbo car but the Mine’s car redefines what is possible to do with the right selection of parts and know how.

So yes, the Mine’s engine in it’s current packaging in the Mine’s demo car is making about 650hp. It does not seem to stress the car at all and it feels like daily driver material when you’re not stabbing the throttle to experience the rush again. The transmission is mildly tweaked in this car with some one off coolers (two transmission coolers) and and a piston oil seal upgrade, the TCM is also upgraded with the latest code from Nissan but is otherwise quite standard.

So it can be well and truly concluded that Mine’s have reached their goal of a 600ps+ response master Nissan GT-R. We’d like to see it hit the track now to set and break some benchmark times. Mine’s current best lap with the Spec-X 6.0 kit at Fuji Speedway is 1:49.782 with Eiji Tarzan Yamada driving, we need to see what the new record will be and we’re assured that this test is coming soon.

So will that be all we see from Mine’s in terms of power modifications? Hardly! They’re already in serious development of a turbocharger upgrade that is set to easily crack 700hp while still maintaining the ultimate response of the standard setup. We’ll keep you posted there.

The Mine’s Complete Engine should be ready for sale in the early part of this year so look out for the announcement. Until then you can set your desktop to the top photo in this post to remind you to check back every so often…

Link: Mine’s Website (English)

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Pauter Billet Connecting Rods for the Nissan GT-R’s VR38

October 7th, 2009

pauter-jotech-002

Jotech Motorsports has just announced the availability of Pauter rods for the VR38 application. These high quality, high strength connecting rods are a single rib E4340 chromoly forged rod designed for high horsepower applications.

The Pauter rods are strong but they’re also lighter than the standard rods at 655.55 grams per rod versus 725.75 grams for each stock rod. A total reciprocating mass saving of 421.2 grams over across the six cylinders of the VR38 engine.

Featuring ARP-2000 rod bolts, a set of these will set you back $1290.

Source: NAGTROC
Link: Jotech Motorsports Website
Link: Pauter Website

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Carillo Rods and Pistons for Nissan GT-R

May 2nd, 2009

carillo-rods-001

Carillo manufacture serious rods and have joined with CP to develop rod and piston sets suitable for the Nissan GT-R. The CP pistons are a forged upgrade over the standard VR38’s cast items. The forged construction allows improved strength at a potential lower weight.

The Carillo connecting rods (conrods) are also forged in a H-beam configuration. The OE rods are forged too but are I-beam design. The H-beam rods are usually lighter than their I-beam counterparts while maintaining similar strength characteristics.

That’s pretty much all the info we have for now, if you’re interested in knowing more hit up Injected Performance at the link below.

Link: Injected Performance Blog

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Garage Saurus Lightweight H-Beam Conrods for Nissan GT-R

April 19th, 2009

saurus-rods-006

Garage Saurus have got the first sets of these H-beam forged connecting rods completed now as they make their first steps towards improving the internals of the VR38DETT’s bottom end. The H-beam design allows for a similar or improved strength over the forged I-beam standard rods with a significantly lower weight. In this case Garage Saurus weighed the standard conrods at 725.6 grams a piece while their H-beam items are just 582 grams each, a saving of 143.6 grams each or 861.6 grams of reciprocating mass total!

Each rod set comes fitted with ARP rod bolts and is rated for 800 ps. These will form an integral part of Garage Saurus’ upcoming engine upgrade set.

Update: Garage Saurus conrods priced at 168,000 yen per set.

Link: Garage Saurus Home Page

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