I will get all answers for you by Monday Chad. Neil did all the work for us. Not sure if the crank is shuffle pinned or not. I know some say it could be good or bad to have it done. Thanks Rob for the kind words. Just spoke to VR yesterday and the races with TT Gallardo's are on the way, we may even do a three way run

 

Kevin, there is one pin on either side of each main. The suffle pin are the ones closest to either side of the crank bore. I believe the other holes you are refering to are the case stud holes that bolt up on either side of the mains webs.

 

Art,

Did Neil supply the head gasket and o-rings for you. The head gasket and rings look extremely similar to the one he designed and then had built for us. If they are the same you have some very special gaskets along with some rings made from some very special material.

 

I can answer that one for sure, yes he did help us with those. Your crank case looks insane bro. I know Betim sent out my crank case for P&P but not sure if they got pinned or not.

 

Hey Chad, your crank case is a GT3RS one correct, I forgot.

 

There are only two types of cases, the origional one which was followed up by what is refered to as the "Spanish" case. The Spanish case is a stronger case by far. The details are in the added machine work. In other words a stock turbo case can be prepared for racing applications. I have never really heard of being able to order a GT3R case from the factory.

Example: shuffle pinning, bow tailing, reverse end main seals, larger studs, larger oil liner squirters, larger liners etc. are a la carte that can be done to any stock case.

 

Chad, I glanced quickly at the pic. My apologies...although if any case was going to be doubled pinned it was yours!

 

Got it, thanks. I thought I read that somewhere but my memory is deteriorating quickly now that I hit 40 Good stuff buddy, looking forward to that beast's completion. By far, this is one of the best builds I've seen so far I must say. Fab work, detail orientation, and your knowledge is second to none.

 

Hey Kevin,
How is that beast doing? What was the best time you got out of that on the road course? Seems like your engine is holding up good. Cheers

 

Kevin, no problem. Coming from you I had to check the pic before I replied. This certainly would not have been the first or the last time I've been wrong.

 

Art,

Thanks for the kind words, but credit belongs to people like Loren Beggs, Cary Elsinlohr, Robb King, Neil Harvey, Todd Knighten, Robert Linton and Todd Zacone to mention a few. I've just been hanging around with good people for a long time.

 

I was looking for a exterior pic of my earlier case, however I could not find one. Here is a pic of the "Spanish" case. The old cases do not have the exterior webbing shown in this pic. They are the two partial and three full slots shown on the side. They amount to case reinforcements. The pic of this case was taken prior to any machine work or is factory stock.



Here is some enlarged oil feeding. Note how that port doesn't exist on the stock pic above. It is blocked off. I believe it is so we can suck the oil directly off the upper motor. It utilizes the third index of the three index oil pump. You can also see the bow tail work which is not evident in the above stock case photo.

 

I am assuming for the amount of displacement the engine has that much oil being filtered quickly is indeed required. What displacement are you guys going with?

 

Just shy of 4.6L.

 

Just wondering if you will use a GT40 or 42 with this beast and assuming the A/R will be either a 0.82 or more. Anything above 4.0L is huge. Good luck to the people racing with this car