Hi everyone.
Some of you may have seen parts of this build some time ago on the PGA forums
But I thought I would post a new build thread for my N15 series-2 SSS Pulsar here, as much has changed.
Now that the car is almost complete, i thought I would post the whole build up in stages, and include some details of all the current specs and parts.
I have owned this car since new. It has always been modified somewhat during its life , but at end of 2009 i decided to take it out of use, and aim toward a full performance orientated build.
The car has never been damaged in any way, and the paint was still in very, very good condition. But knowing the expected quality of the build I was aiming for, the first job was to completely strip it down, and go back to metal for a full respray in original Nissan (PPG) emerald green.
The paint job took just under five months, and every step was taken to assure a great finish, along with plenty of clear coats to block down and smooth off later.
Once the paintwork was done, the car was reassembled to almost standard, only keeping some of the previous suspension parts, my Fulcrum/Bilstein adjustable coil-overs and a few minor engine mods remained.
This was my freshly painted 'blank canvas' SSS unloaded off my trailer the day we finished re-assembling, late in 2010.
My aim was to start the build with the car as close to the condition it was in the day I purchased it new. Thus allowing for an un compromised build, and a perfect fresh start.
My wish list of parts was quite long, and much of it difficult to obtain quickly, so I set no time frame on the project, and much of the first year vanished with little more than parts hoarding taking place
Some evidence..
The bottom end of engine was obviously a major stage.
With the cars original SR20DE disassembled and the block and head sent off for crack testing, decking, bore honing, and a good clean up.
I also sent off its new four counterweight (4CW) crank shaft and bearings.
Due to my desire for higher RPM's, the connecting rods were somewhat a subject of careful decision, with my original purchase of Manley H-beams being decided against by my engine builder, and sold off before assembly.
I ended up settling on Carrillo H-beams and the recommended ARP fixings.
These are complimented by a set of custom JE forged pistons with relief cuts (much the same as VZ-R SR16) to make best advantage of the large camshaft choice.
The engine was then balanced with the crank, Gspec underdrive aluminium main pulley, and P.A.R super lightweight flywheel in place, assuring perfect high RPM running.
Head machining work was carried out by my engine builder, but this was largely dictated by the choice of compression ratio, fuel type and the new inlet manifold set up, so I was somewhat kept in the dark a little about what was done there.
Headgear and valve train is from Ferrea and Naprec Japan and JIm Wolf.
With Ferrea valves, and Naprec rocker arms, brass guides, and strengthened timing chain.
Camshaft is a JWT C3 (285/13.36mm) and JWT valve springs out of U.S.A.
Originally some Tomei items were purchased, but once the Naprec stuff and JWT became available to me, I sold on what I had, and the choice was made very easy from there.
Lastly was the inlet manifold and plenum set up.
Hypertune here in Australia make awesome aluminium inlet systems that have been used in motorsport all over the world, and the adjustable runner length intake manifold and plenum they knock up for my SR is very impressive.
It still runs an idle air control, but this is all now mounted low on the firewall using a single vacuum line and distributes from there.
It also incorporates threaded billet aluminium intake bel mouths to aid air flow and tuning.
The gearbox was also seen to at this time, with the case being blasted and stress relieved, and then rebuilt using all new genuine bearings, a P.A.R straight cut syncro-less dog engagement gear set, Nismo limited slip differential and a P.A.R 4.83:1 aggressive cut final drive set.
Still plenty more to come, like another three years worth..
Some of you may have seen parts of this build some time ago on the PGA forums
But I thought I would post a new build thread for my N15 series-2 SSS Pulsar here, as much has changed.
Now that the car is almost complete, i thought I would post the whole build up in stages, and include some details of all the current specs and parts.
I have owned this car since new. It has always been modified somewhat during its life , but at end of 2009 i decided to take it out of use, and aim toward a full performance orientated build.
The car has never been damaged in any way, and the paint was still in very, very good condition. But knowing the expected quality of the build I was aiming for, the first job was to completely strip it down, and go back to metal for a full respray in original Nissan (PPG) emerald green.
The paint job took just under five months, and every step was taken to assure a great finish, along with plenty of clear coats to block down and smooth off later.
Once the paintwork was done, the car was reassembled to almost standard, only keeping some of the previous suspension parts, my Fulcrum/Bilstein adjustable coil-overs and a few minor engine mods remained.
This was my freshly painted 'blank canvas' SSS unloaded off my trailer the day we finished re-assembling, late in 2010.
My aim was to start the build with the car as close to the condition it was in the day I purchased it new. Thus allowing for an un compromised build, and a perfect fresh start.
My wish list of parts was quite long, and much of it difficult to obtain quickly, so I set no time frame on the project, and much of the first year vanished with little more than parts hoarding taking place
Some evidence..
The bottom end of engine was obviously a major stage.
With the cars original SR20DE disassembled and the block and head sent off for crack testing, decking, bore honing, and a good clean up.
I also sent off its new four counterweight (4CW) crank shaft and bearings.
Due to my desire for higher RPM's, the connecting rods were somewhat a subject of careful decision, with my original purchase of Manley H-beams being decided against by my engine builder, and sold off before assembly.
I ended up settling on Carrillo H-beams and the recommended ARP fixings.
These are complimented by a set of custom JE forged pistons with relief cuts (much the same as VZ-R SR16) to make best advantage of the large camshaft choice.
The engine was then balanced with the crank, Gspec underdrive aluminium main pulley, and P.A.R super lightweight flywheel in place, assuring perfect high RPM running.
Head machining work was carried out by my engine builder, but this was largely dictated by the choice of compression ratio, fuel type and the new inlet manifold set up, so I was somewhat kept in the dark a little about what was done there.
Headgear and valve train is from Ferrea and Naprec Japan and JIm Wolf.
With Ferrea valves, and Naprec rocker arms, brass guides, and strengthened timing chain.
Camshaft is a JWT C3 (285/13.36mm) and JWT valve springs out of U.S.A.
Originally some Tomei items were purchased, but once the Naprec stuff and JWT became available to me, I sold on what I had, and the choice was made very easy from there.
Lastly was the inlet manifold and plenum set up.
Hypertune here in Australia make awesome aluminium inlet systems that have been used in motorsport all over the world, and the adjustable runner length intake manifold and plenum they knock up for my SR is very impressive.
It still runs an idle air control, but this is all now mounted low on the firewall using a single vacuum line and distributes from there.
It also incorporates threaded billet aluminium intake bel mouths to aid air flow and tuning.
The gearbox was also seen to at this time, with the case being blasted and stress relieved, and then rebuilt using all new genuine bearings, a P.A.R straight cut syncro-less dog engagement gear set, Nismo limited slip differential and a P.A.R 4.83:1 aggressive cut final drive set.
Still plenty more to come, like another three years worth..
