There are 580 reasons to do this.

Well the time has certainly come to decide on a power plant, and I presume the image to the left caught your eye, hence the element of surprise is lost somewhat by now.

So here it is.

The all aluminium Chevrolet Performance LSA, 6.2L Supercharged V8.

 

 

"But its a LS conversion, everyone does a LS conversion..." 

 
Do they?. Well, I am aware of the loathing in certain points of the community towards the USDM engines, the Chevrolet, Ford and Mopar gear, but is it really justified?.

Is there a engine you can buy new today, that makes such power / torque with this reliability, low weight, short block length with so much aftermarket support?.

Ive thought about this, and the answer is no. While some engines tick a box or two, they are too long, or heavy, or have no parts backup. I was considering going the Nissan DOHC VK56 V8 and a Whipple charger, but im a little tired of hand making every single part. Im happy to build a car but im tired of re-inventing the wheel all the time because I wanted something no-one else has.

Secondly, ive never been a fan of low torque clutch kicking engines, this I realised more and more with my 180SX (CA18DET) I had in Europe. Its cool but its '2003' cool, hence why I went to the TB48DET option some time ago, I wanted the torque. I know there are a lot of SR20 people now cursing out the monitor, but in all honesty, I need the torque with all that will be going on in the car with my disability aswell, feet, hands. The last thing I want is to be kicking clutches and waking it up mid turns.

So the options were

• LS3, and at 430hp N/A a fine motor to run. Down the line that has two sub options, High comp 13:1 E85 N/A and bump it to 416cubes or such, with a individual throttle body setup and try to get my own version of a SBC sprintcar / Nascar motor in a LS, something very snappy and ready to fight. This isn’t a cheap option to build on-top of the original cost of the engine.
  
  The next option is a 2.9L Whipple and thats $7k (USD) and another engine build ontop of that, so again were talking big numbers invested.

Or

• LSA. At 580hp (AU HSV version. US version is 556hp) its already a incredibly impressive setup that has a smooth torque curve and will be a charm to drift. This has its own sub-options but they are far easier to attain for now, where you can add a cam, pulley, injectors (depending in base pressure) and you’re already into the 700hp range on E85.   

Of course down the line I may go a Whipple charger on-top, but from now till then this seems to be a far better option.Turbocharging is my #1 method of fast engines, but I didn’t want a drifter with turbos, a maze of manifolds, lines, intakes ... too much to go too wrong and make you regret doing it. This is exactly why I originally wanted a high comp LS3/7 setup, simple. Oil goes in here, water goes in there, fuel goes in that and you turn the IGN on.


With the contradicting selling point of the drift community on one hand saying "bring what you got" as in chassis and engine combos, but then saying "... and no you cannot cut the firewall", you are essentially giving people the option of tired SR20's, long and heavy 2JZ's that cant be set back, or V8's ... that clearly people dislike, just so they can dislike.

Yes there are other set-ups no doubt, but its far from a generous selection of setups. Take Formula Drift US, how many SR's are left in that ?. Soon it will be the same for RB and JZ motors, and its going to be the LS cup.


Sure I could have gone 2JZ-GTE, but I have such a moral problem with a Toyota engine in a Nissan. Thats like a LS in a Mustang, ask either community what they think of that combo and the answers get ugly. Secondly, id spend the whole amount building a tired 2JZ on what I spent to purchase the LSA.

And the LSA is still unique in my opinion.

Version 2.0 ...?.

Ugh.

That one word sums up how im feeling on this matter. Ugh.

Firewall modifications are now a no-no in AU, EU and US drift. Well, almost everywhere. In one way, I totally see and understand why Formula Drift USA (seems to be leading the charge to over-regulate drift) goes about this, to stop tube framed self built cars that will either cost more than most FIA GT cars, or to stop humans getting crumpled in a pile of home-made garbage.

Safety ?. Cost ?.

However, not allowing firewall cuts to allow better engine placement, means that one day, every drift car in the world will be running a LS series Chev. Well ok maybe not every.

While that seems far fetched, what other brand / type of engine gives you such a short length, is as light, with such reliability, torque, power and ease of access to racing parts anywhere in the world to give you infinite amounts of seup combinations?. I cant think of many that fit the bill as well as the current range of SB LS series of engine. And compared to the TB48, that will be flat out boring.

I wanted to create something unique, something very competitve, yet out of the norm. So far ive got about 11k in engine and loose parts sitting in crates, and now I am going to have to abondon the whole idea, and, the car itself.

The issue is that i've cut the firewall on the 32, and now its "illegal". I wanted to be unique, and fit a taller, heavier and longer engine, that has the ability to make a LOT of power into the Skyline, but im now going to be boring and drop in a LS Chev. The TB is far too long to sit in the engine bay, and its too heavy for this Skyline to sit in a general location, much like the RB.

And thus my prior problem, what to go with?. I dont want to go RB26, so my next option is LS/SB Chevrolet. While I know I can build a unique and powerful V8, it isnt the option I wanted to take. And this hence ... ugh.

Thankfully, to resolve the issue of a new chassis, I managed to score another rolling shell for $650. Getting tired of re-drawing the map on this ...

Lets hope this fresh start will be a positive one.

Damn that time ...

Id say where does the time go, but I know the answer to that.

Last year I went to Europe for a few months, to see some Drift Allstars and enjoy the sight. Plus i was really burnt out and needed that time away to get some motivation and enjoyment back into it.

I have all of these pics and vids yet to upload, and of course ill add something here. So for the lacking content, im sorry, but i do promise its going to be a lot busier now.

Ok, related content - After deciding with Glenn (AKA Lumpy) we need to abandon the Chev bell housing to the TB48, and go with a Nissan unit, then adapt the Tremec at the main case was great to hear, because I was thinking it and had hoped to hear a similar thought.

The biggest sole issue I have with using the Chev bell housing, is that the starter motor is going to be a logistical nightmare to mount, as the starter location is on a web of the block for the bolt pattern. No go.

So it came to finding a aluminum Nissan Patrol bellhousing to suit. After 4 days and many many calls across many wreckers here and over east, I managed to find one - yes. So now onto mounting the gearbox to the engine, so I can then mount the engine in the chassis and laser-line it all up for engine mounts.

More soon !

Turbocharger Acquired !

This morning I was woken up to the sound of the courier playing with the doorbell. 

I got up earlier this morning, and sometime later heard my daughter calling for me, so I went and layed down next to her, she grabbed my hand and next thing I hear is the door bell ... 10:07 !!!.


Ok that was a nice surprise. The Garrett GTX-4294R is finally here after not being sent from the seller for a week, but all is well now.

This is the new GTX series, forged and then CNC milled 94mm compressor wheel, this should get up and move us along at a incredible rate.

I still cant get over its size, I keep thinking "This is going to be toooo big" but keep reminding myself that it is almost five liters in displacement.

Lets see ... 

The TB48 Test Fit

This evening was a huge win for the test fit, as this was really the only part I was till this point dreading. 

This afternoon Wayne came past, and gave me a hand to test fit the engine, and after a few more cuts to the firewall the engine was ready for its first test fit, and with all the voices of "Its too large" and "You wont get it into the firewall, it will be so heavy over the front axle" swirling around in my head, I couldn't wait to even remove the lower pan on the wet sump, but wanted to give it a go. 

Once we had worked it into the firewall, it became apparent, I had made the right choice, and that this would be a on track project, no turning back now. I measured up the distance from the block to the shifter and simulated its position to what im shooting for via driving position with my fabrication hammer, and its all coming together too well. I say too well, as there always has to be some snag.

The laser line in the left pic is the front of the strut tower, and in the right pic, is the firewall line across the block to show how far its gone back.    

The actual reality of putting a TB48 into a R32, and still doing a V-Mount setup, was too much to stop me smiling all night long !

www.ivansafranek.com

Plasma Makes The Job Easier !

This afternoon was a quick in and out job to give me access into the engine bay, and to also prepare it to be tube framed from the front of the struts, so off came the front end. 

I just wanted it off for now, and decide where I want it cut back to later on, so for now out came the plasma cutter.

After 10 mins or so of cutting, this is what were left with. A considerable amount more will be cut off, this was just a trim to get the whole front radiator support off.

Easy access to clean up whats left, and start cutting that firewall.

This evening a buddy of mine, Ramon, stopped past, and gave me a awesome little Tremec 6sp '8 Ball' shifter knob.

I was looking at these, and thought about buying one actually, as its a nice "all business" type of deal.

So here's to you mate, lets hope it brings some results !


www.ivansafranek.com

A Online Bargain

This Peterson 4 gallon (15L) dry sump tank just came in for the Nissan, one that I purchased from a Nascar trader online.

I hate purchasing used things online, especially race parts, however this caught my eye. At $285 and $77 freight, I just couldn't say no, as the retail is $516 and over $100 in freight from Jegs, plus a dual clamp fitting kit for $88.

I purchased a new clamp kit for it, I noticed that the ones on the tank were different, but still functional, so they will get a clean, wrap and into the "spare parts" box to take trackside.

I split the tank this evening, and had a look at the unit, apart from outer scuffing and mild blemishes, its perfect. Ill finish it up to a new condition right after I fit it in the boot, and decide where and how it will sit. Ive got some heater pads coming in for it, and we will be in business. 

As it was split, it still had a light film of very light engine oil through out.

Lower half and pickup, is all like new.

Engine & Gearbox Acquired

The Nissan power plant and Tremec gearbox are now on the ticked part of the list. 

 

Work on the Skyline has been very slow, thanks to a number of factors and this summers heat. I have however been on a constant lookout for a engine, a task harder than it seems. 

 

 

The TB engine is very pricey, and rare to find, however they do popup. With that said im a patient buyer, its rare that I jump into a purchase without many a thought.

Finally one came up locally, and as a result it now resides on the engine stand, ready to start ploughing its way through the Skylines firewall and into a position much better suited to the cars balance.


The one thing that needs to be said is that its not a engine, its a power plant. When i think of the word plant in a industrial sense, I think of huge piping, cooling towers, generators, people being told by the safety crew "Anything here can kill you" ... and this is just that. The motor is only 95mm longer and 40mm taller than a RB26DETT but it looks like a main sail on a yacht when on the engine stand. Perhaps its the perception, that the CA18DET was on that engine stand till then.

To make it somewhat realistic to work on I cut the vertical beam on the engine stand down by 220mm, notched it and welded back the top pivot tube and added a few gussets for some strength. So now were at the point of clean and prep, as it starts to make its way into the firewall.

 
The final gearbox selection came to the legendary Tremec T-56 Magnum, a box that managed to tick more boxes than anything else. I had a number of other big name brands on thought, but some didnt have a strong aftermarket, some were too pricey, wrong ratios, weaker gearsets, not enough gears, incorrect shifter location and so on.




Well fact is that I think this will be a incredible box, and best part is that its brand new, not something that was already behind a 2JZ-GTE with a T-88 strapped to it for a number of seasons. A few modifications and we shall see if it was the correct choice, of what im confident.

Keep up to date at www.ivansafranek.com !

TB48

How does one move 3800kg of Nissan patrol forward very fast ?. About 900hp of TB48 thats how.

Went to have a look at a TB48 today, in a patrol with a turbo the size of a basketball. Impressed on how well it went, how hard it pulled on how little boost ... wow.  

But it still is a big motor ... heavy. Lot of engineering to do, its not something you want to just drop in and make it work.

Im not sure on what the weight bias will be like, but i can always push it back and make that function.

I had a laugh when the front left started to lift on acceleration tho, turning 35" mud tyres.

18 + 26 = 48 ... right ?

So the original thought for the skyline was running the massively under-rated and least likes Nissan CA18DET. 

This had a inspiring effect, it would alienate me while really annoying the hell out of the Skyline community, and get cheers from the ill-represented CA powered Silvia / 180SX community.

Its like dating the hottest girl in school. Some would love you for it, and some would hate your guts.

Its a great motor, sadly its not shown in its correct fashion at most times, because if its mis-treatment because its a one day "swap for a SR / RB when it finally blows up". Sure they have faults, and like any motor they can be ironed out.

 

LM-3218

V-mounted cooling with more to go back !

The original plan was to have it as a dual purpose car, for circuit, and for drift. Saying that, i dont have the money to race circuit, and ill be modifying it in a way that it wont be for circuit use in any class it would have a chance of winning, so dropping the whole circuit part. That will perhaps one day be a whole new chapter, starting with the line of ... "Toyota Echo (Yaris) .... ".

So now its a drifter only, lets go crazy, what suits my methods of fabrication where i can let my imagination do its thing, rather than a rulebook to divert me.

 

Problem #1 : Eventual peak power & reliability

I had planned with the CA18DET to run a build 500hp, and a car that weighs 1200kg or less. Both were achievable. Pulling the line RB20DE 6cyl out was a great start to dropping weight, but the CA18 at 500hp would need a freshen up once a season, providing nothing fails sooner, and its limited to that, for good.

Sure there are 700hp CA's around, but 6 seconds once a year on a dyno pull for a car show doesnt count as a race car in my book.

So 500 is a roof for that motor on the euro 4-port head in terms of actually using it ... then there is the next problem, torque.

 

Solution to problem #1 : Now problem #2 !

Thats a easy fix, RB26DETT (single T). tried, tested, incredibly fast. Thats a problem on its own tho ... RB26, really ?. Its been done a million times, AND they are expensive to buy, and rather weak standard, especially for motorsport use. So you need to pour considerable cash into it still. Thats something i know is the truth with any motor for punishable motorsport like drifting, your on something if you buy used motors from Japan and drop them in to expect big hp and reliability.

But its so bland ....

"2JZ-GTE ???". Never. I love Toyota engines, 3S, 1JZ, 2JZ, 3UZ etc ... but i dont like cross dressing. Not when one is a Nissan and the other is a Toyota, as both have incredible powerplants. So what else ?. VH45 ?. Cant put turbos onto and have a functional engine bay. Then the phone call.

 

Solution to problem #1 & #2 : Lets go off-roading instead !

Nissan's 4.8L Patrol engine

During a call to a friend and il Presidente, Glenn Campbell, the idea of running a Nissan TB48DE came up in conversation, the 4.8L Nissan Patrol straight 6.

NOW THATS not bland !. And would be a LOT of fun. It ticks all the boxes ... easy 700ps, can be made to rev, has incredible displacement, has even more incredible torque, and is known for reliability. What else do we need ?.

The initial outlay is big dollars, and then what gearbox to go behind ?. Then there is a expensive engine build, but once done, its like bringing a Gatling gun to a gun fight.

The LM-3248 is born

When ive done builds in the past, named cars or performed cool engine swaps, i have always taken a fusion of the chassis, and the engine to make a model name. The ISR LM-3218 is a ISR 'L'imited 'M'odel '32' (R32 Skyline chassis) '18' (CA'18'DET). Thus hence now the new, '48' rename.

Its sad in a way, i really wanted to lower the CA down, push it right back into the firewall, and i know the car would be INCREDIBLE. However, i need more a car for the drift setup, than circuit.Now to put the chassis onto a portable dolly, and were in business.

For your TB48 viewing pleasure ...