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View Full Version : Nissan Twin Turbo......



Jbb
11-19-2006, 12:57 PM
For a boat.... (http://media.putfile.com/Nissan-v8-Twin-turbo) :p
Brown's been tinkering with the Maxima again.... :p

vee-driven
11-19-2006, 01:07 PM
not bad, maybe that v8 would finish the parker 300 enduro.

dmontzsta
11-19-2006, 01:36 PM
It will probably run 200,000+ miles without much of a tune.

Jbb
11-19-2006, 03:18 PM
Looks like it cruises right along too.... :p

Jbb
11-19-2006, 04:46 PM
http://www.nizpro.com.au/images/articles/spinout/spin-engine-front-3-qtr.jpg
http://www.nizpro.com.au/images/articles/spinout/spin-engine-rear-3-qtr.jpg
http://www.nizpro.com.au/images/articles/spinout/spin-engine-top.jpg
http://www.nizpro.com.au/images/articles/spinout/spin-three-quarter-rear.jpg
http://www.nizpro.com.au/images/articles/spinout/spin-one-turbo.jpg
http://www.nizpro.com.au/images/articles/spinout/spin-side.jpg
http://www.nizpro.com.au/images/articles/spinout/spin-motec.jpg
It's a case of balance, strength, agility and mental toughness, or at least that's what we are led to believe. In reality, it's all of these things mixed in with a massive amount of intestinal fortitude and bloody humungous nuts. Why else would one ride a bow wave at speeds of up to 200 km/h for 60 minutes straight?
Putting it bluntly, this is what's expected of skiers in the upper echelon of ski boat racing. Making matters worse is that you're competing against other boats and crazed skiers on the same lake or on the same river, around bends and close to banks, all the while looking down the guts of maybe a supercharged or turbocharged V8 engine. Scary! I reckon so.
Word is, though, that the boaties are just as mad as the skiers, with many a super powered boat succumbing to a range of difficulties during a race. The things that can and often do go wrong include engine blow ups (big ones!), popped blowers, torched turbo's, and worst of all, when a prop knocks off one of its blades, it results in massive vibration that often extends to literally ripping the entire V-drive out of the boat. Not niceĀ…
One who knows this only too well is 'Spinner' owner, Tony Spooner, having suffered his fair share of bad luck with failures aplenty; such is the torrid pace at the pointy end.
Tony's claim to fame kicked off in 1994 after years of toying in the lower ranks of ski racing. Yep, having decided to up the ante, he sent a load of hard earned to Pete Smith of Everingham Boats in Queensland, and in return received an 18-foot Everingham ski-racing hull. For the record, whereas Everingham has since gone out of business, their hulls are regarded as the ducks guts in ski racing circles.
Tony runs a highly regarded automatic transmission repair workshop titled Yarra Valley Automatic Transmissions in Lilydale, and it is here that he set about prepping the boat for a ski racing career. He fabricated a range of parts, mostly from marine grade aluminium (highly polished of course), before strapping a potent 6-71 supercharged small block BowTie Chev between the boat rails.
The engine accommodates a front mounted Argo V-drive gearbox, it turns the drive through 180 degrees and sends messages to a hugely expensive propeller. Tony fabricated the neat and beefy V-drive crossmember.
Everingham's original fit-out included a dash equipped with a range of AutoMeter gauges (tacho, boost, fuel and oil pressure, water and oil temps along with fuel and oil pressure Pro Lites) and a neat alloy Everingham steering wheel. Seats came with the package with one facing the front and the other accommodating the observer who advises if the skiers want the driver to slow down or speed up, or who may have fallen.
As is the case with many boats, a large alloy cavitation plate dominates the rear end, with operation via either a centrally positioned shifter used for initial set-up, with secondary or manual adjustment the responsibility of a large left foot pedal. A second shifter is also positioned roughly in the centre of the boat, a Casale item in this case, is used to operate the propeller clutch release.
The final component is the trailer; another Tony made item designed and constructed to meet the rigours of a heavy boat and hull requiring perfect V location.
Complete, 'Spinner' debuted in the Super Social class and in the first year won both the prestigious Southern 80 and the Mildura 100. "Back in 1995, things were a lot easier with speeds hovering around the 130 km/h mark. But that wasn't fast enough for me, I wanted to climb the ladder and compete in the Unlimited inboard/outboard class," Tony enthused. Not that his hip pocket nerve would ever recover!
The main step in achieving his ambition came with an all-new engine and a vast range of simply awesome ancillaries. Eight years on, essentially the same combination remains. Well, it's the same combination, however the engine has undergone various rebuilds and was also replaced in its entirety after a massive explosion.
There's also been a few small changes to the basic configuration, such as improved turbochargers, engine management, ignition, and tuning.
The engine core is your basic everyday small block Chev (Bow Tie), having undergone significant preparation (two new blocks have seen their way into the boat) with careful deburring, internal painting and machining. Kicking off proceedings is a custom Starr Performance sump working in conjunction with a four-stage Jenkins Bros dry sump pump designed to deliver constant pressure and volume to wearing parts via an incredible combination of parts. Yep, once the pump draws the oil from the sump, it runs through an Oberg filter (12-micron tolerance), then into another two special 8-micron filters followed by an additional two super fine MoTeC 4-micron filters before the silky smooth oil makes its way back into the engine via a range of Earles braided lines and fittings.
Talking braided lines, Spinner hosts an incredible amount of Earles product ranging in size from -3 (gauge) to -4, -6, -8, -12, -16 and -24 line, with the total bill rounding out at somewhere in the vicinity of the value of a new Corolla!
Back to the engine, Tony chose to run with a 3.5-inch Crower billet crank contained in Crankshaft Rebuilders steel caps and Teflon coated Clevite bearings. The reciprocating/rotating mass continues with 6-inch floating Carillo H-beam 'Big Foot' rods and SPS bolts, with the final instalment eight race forged 8.5:1 JE pistons that slide in the four-inch bores with the assistance of Total Seal gapless rings.
Fel Pro O-ring gaskets top the bores to act as intermediaries with heavily ported Brodix -11XP alloy cylinder heads. One-piece 2.08 stainless inlet and 1.65 inconel exhaust valves (titanium retainers and Isky springs) seat in cc'd chambers and slide through beryllium guides thanks to messages received from a Crower gear drive spun .620" lift Clive Jenkins roller camshaft located in special Torrington roller bearings. Crower roller followers, moly push rods and a rev kit complete the long end of the valve train, which is topped with T&D shaft-mount roller rockers.
A port-matched (top and bottom) eight-throttle body (36mm x 72mm) MoTeC inlet manifold with large Bosch Motorsport injectors top the valley, however the whole thing is quite hard to see. Why? Because of a bloody humungous chamber containing twin water to air intercoolers situated above it. Tony fabricated this incredibly impressive architecture, while also taking responsibility for the top mounted, CNC machined polished alloy plenum.
The engine relies on an incredible fuel system whereby 2 x 165-litre fuel tanks (filled with a mix of Optimax and methyl benzine) deliver their load to the engine via an aviation fuel pump mounted to and driven by the dry sump pump. Fuel is pumped through an Oberg filter to a fabricated eight-litre swirl pot, and just like the oil filtration system, the fuel must also pass through another four filters (MoTeC) intermingled between distribution blocks, a trio of monster Bosch Motorsport pumps before finally making its way to the injectors.
Ensuring the right amount of forced air makes its way into the chambers is an impressive twin turbo system. Nizpro's Simon Gishus fabricated the 316-grade stainless 3.5mm true mandrel bent manifold, and added Garrett TO4R Garrett turbochargers to each bank. The big difference between the 'R' and the more traditional Garrett T04 turbo's is how they are equipped with leaf hand thread inconel turbine wheels and 360% thrusts. Nizpro completed the combination with a pair of 45mm Garrett wastegates, and large bell-mounted intakes.
The incredibly impressive exterior hardware continues with a sealed cooling system, with Tony adopting a high-capacity Gilmer driven Edelbrock water pump for delivery through his own design and construction heat exchanger.