Thats development. Takes time, but hopefully the results are worth it!!

I know that Nizpro are a very professional outfit...they have been for many many years, and they are no different now.

Unlike other engines that are sold for the XR6T our engine are 100% designed and tested. What does that mean, let me explain. Nizpro have used readily available off the shelf parts for these engine from time to time and we have tested these components using our in house engine dyno. Any one who has come here and watch the pain we can dish out on the engine dyno compared to what you can do on a chassis dyno or the road, knows what I am taking about. What this teach’s us is what problems we will see in the future under less stressful conditions. The parts will still fail it may just take longer. This is the reason we see failure way before others do.
We were the first company to express the limitation of the connecting rods, while other argued black and blue that they were not a problem we had already tested and measure how much power the standard connecting rod would take. Oil pump gears, flywheels and flex plates coming loose, thin cylinder walls on the front cylinder of early model engines and the list goes on. History now shows us that these parts do absolutely have limitation. Our testing simply showed these problems first. In the early days we were often criticised for selling parts that many didn’t believe necessary once again the consensus now days is that if you want 330 rwkw up on a BA engine best you build yourself a good on.

So why are our engines better? Well the same advanced testing still goes on and we have found serious problems and reasons of why a new design of piston and connecting rod is needed. We needed a very high strength piston while still remaining a light weight. This simply is not available as an off the shelf design. You see most companies simply copy the original design and then make is out of stronger material. This very often works however this thinking only carries you so far. Weight at high rpm is not a great thing and can introduce harmonic problems that tend to bash the engine up. Flywheels come loose, piston skirts have extremely high wear and bearing now take a hammering.

Our latest spec engines have good solutions for these problems and have parts designed specifically for them.

I Hope this gives you some idea of what can be involved.
Cheers Simon.

This has prob been asked before..but what about the driveline? What sort of SAFE hp is it able to hold?
very interested to see the outcome

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11.1 @ 127mph

translated = 6 months.

AND IM ONLY DOING MILD MODS !!!!

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www.racewars.com.au

LOL you should talk Jme

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Funny looking German Subaru

the t-56 is well proven to handle even the most powerful of engines, so with the right synthetic oil it should be fine. only drama is syncro life especially in the taller 5th when dyno-tuning. as for the rest of the driveline, im getting nizpro ceramic twin plates for the ap clutch, a cromo flywheel, billet cv's and cromo half-shafts once again all from nizpro.

the diff is the next area of focus which im paying close attention too and worth further investigation. a solution is a mal wood automotive larger diff housing for the standard diff.

only other driveline issue, is the relocation of the plastic clutch reservoir which has a tendecy to melt in the big hp engines, especially those that use larger turbos. its either moving it, but i have decided to get one of these new cnc machined alloy ones from MWA.

even if it takes 6 months but if its done right than it was worth it. i maybe could of gone an atomic or xtreme built engine and it would of been in the car already but i bet it would of been pulled back out again by now!!

it left for nizpro on the 6/2/08 and according to simon its another three weeks away, so give or take two weeks to install, run-in and tune it once we get it back...

mild mods can catch u out!! hope your bearings and valve springs survive, normally i would say oil-pump gears but i think you know what they do!!

Why would a larger diff housing help? Run cooler or something? Larger oil capacity?

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11.1 @ 127mph

yeah its all about cooling the oil. nizpro actually use and recommend an oil cooler for both the diff and gearbox (especially if you run the zf). the extra capacity of the larger diff cover is well used in commondoor circles for all the reason's you listed, but unlike the blue boys, they actually have full 9" IRS conversions available....its only a matter of time before something gets made up im sure.

9" IRS Commodore Diff Housing

The ultimate differential upgrade for those high horsepower IRS Commodores. The Harrop 9" IRS diff conversion utilises all standard 9" differential internals and can be custom assembled depending on ratio and carrier requirements.

Features


Direct bolt up replacement for VR through pre-VE Commodore Independent Rear Suspension
31 spline output shafts
Uses standard mountings, CV joints, driveshafts, tailshaft, ABS sensors
Can be supplied semi assembled or complete ready to fit
Oil cooler ports can be fitted if required
Compatible with most 9" accessories
Minor exhaust modifications may be required for exhaust clearence