The GT-R’ s front differential housing is integrated into the RB’ s sump. The left-hand driveshaft passes through a channel and exits out of the other side of the engine
‘ These engines were making so much torque so early, but then a massive drop off. So it would go up to peak torque, 1400Nm, and then fall on its face. We were like,“ This is supposed to be 1200, 1100hp. What’ s going on here? It’ s not right.”
‘ So we talked to more people, talked to more tuners, more guys that are more experienced in the tuning side than I am. We couldn’ t get any answers. No one had seen it. Then we get onto one guy, Brad Sheriff. He goes,“ I’ ve done this. I’ ve done cylinder pressure scopes. I’ ve got the machine. I paid the money. I’ ve seen what it does.” Brad had the data on what cylinder pressure does in relation to torque.
‘ Now we don’ t chase peak boost like we used to back in the day, in the 98 octane days. We just try to keep the torque curve as flat as possible and use boost to control it. Peak boost could be at 9000rpm, because we’ re ramping the boost in slowly to keep the torque curve flat. You don’ t have this big peak and the drop off, which is what breaks everything.
‘ If you’ re sensible with it and you try and keep it as smooth and flat as possible, it’ s a much faster car because it’ s always making 1000Nm. If it’ s working, it’ s working. Just leave it. If the boost is up, the boost is up. It doesn’ t matter. I don’ t care what the number is, as long as everything else is happy.’
The R34 generation Skyline GT-R is the third in this trio of iconic Japanese performance cars
Winter 2025 The Engine Rebuilder 31