RB26. BISPOKE | Jin Maeda
Jin Maeda | J.ing TECHNO ENGINEERING

(Main Text)

"I'm currently in Fukushima, and honestly, this place is incredible. We really need to come back and do a proper interview." The slightly flustered voice on the phone was that of our editor-in-chief. He had dropped by J.ing Technology Engineering on the recommendation of Mr. Maruyama, the chairman of Moty’s, and was amazed by what he found. So, a few days later, we set off on the Tohoku Expressway heading to Fukushima.

Background information: J.ing Technology Engineering is a tuning shop in Fukushima City specializing in second-generation GT-Rs. The shop's owner, Jin Maeda, has an unparalleled dedication to the RB26DETT engine.

When we visited J.ing, Mr. Maeda appeared calm and composed, not the type to start talking on his own. In the world of engine builders, there are those who are grease-covered mechanics and those who are more like racing scientists – blue-collar and white-collar, if you will. Mr. Maeda seemed more on the white-collar side, with an air that would fit right in at a university hospital.

"My hometown is here in Fukushima. Initially, I worked for a local company but often went on assignments to Oyama Garage in Yokohama, a well-known automotive engineering company. I did a bit of everything back then – building rally cars, working as a mechanic in WRC, and assembling N1 endurance engines. Oyama Garage had two test benches, so I gained a lot of experience there. I also learned to rewrite ROMs around that time. Later, I did assignments for other companies, including work on Group C cars and prototypes of F1 V12 engines. I started this shop in 1997, but I also helped with computer programming at REINIK, a division within Nissan. I was often called in whenever there was a problem or issue. I spent more than half the year in Yokohama. One time, when I finally returned home, I found divorce papers on the desk."

Mr. Maeda recounts his story calmly from the sofa in the reception area. His career path is clearly that of a dedicated automotive engineer. And the mention of REINIK is a keyword that would make any RB26 fan’s heart race with excitement.

Looking around J.ing after hearing Mr. Maeda’s background, every detail suddenly felt much more impressive. It’s a haven, a paradise, a sanctuary filled with RB26 engines. The walls are adorned with J.ing's original metal gaskets displayed like art pieces, and the centerpiece of the room is a pristine RB26 engine.

This engine, with its cam cover and induction box painted a cosmic blue, exudes a clean, almost display-like beauty. The absence of a crank angle sensor on the aluminum front cover – a feature J.ing refers to as "crank sensor-less" – contributes to its smooth appearance.

"The decision to go crank sensor-less came from my encounter with MoTeC," says Mr. Maeda.

There it was, MoTeC. Ever since our first meeting, I had noticed the logo on his staff hoodie. Honestly, I’ve had mixed experiences with MoTeC-equipped cars – often encountering rough idling or poor low-end performance. But maybe that was about to change…

"I had doubts about the aftermarket ECUs I was using, so I started using MoTeC about ten years ago. It became clear that previous ECUs lacked the necessary capabilities. I also discovered that the stock crank angle sensor's signal accuracy was insufficient. Without improving that, you couldn’t get accurate ignition timing, which is essential for proper engine building."

Mr. Maeda explains the rationale logically, making me feel like I had entered a whole new realm. I had envisioned a typical engine restoration shop – reworking discontinued parts, adding high-performance components during overhauls. But this was different.

"The six individual throttle bodies are electronically controlled, with the unit hidden below," he says matter-of-factly. The clean look of the RB26 isn’t just because it’s a display engine; it’s the result of eliminating mechanical linkages. Using MoTeC fully takes advantage of the electronic control capabilities, starting with precise signals from the crank angle sensor. From there, you can improve the precision of every related component.

To clarify, it wasn’t just discovering MoTeC that revived these out-of-production engines. Mr. Maeda has overhauled around 300 to 400 RB26 engines. His extensive experience led him to identify MoTeC as a key tool to bring these engines back to life.

"The inline-six twin-turbo engine format and the 2.6-liter displacement make the RB26 fundamentally sound. Modifications are clearly reflected in both performance numbers and feel. It’s a truly enjoyable engine to drive."

Though widely known, many people believe the RB26’s best days are behind it. Mr. Maeda’s passion and expertise suggest otherwise, as he discusses the RB26 with the excitement and care of a parent. His approach, as outlined on J.ing’s website, is to question established norms and constantly seek improvement.

"I spend a lot of time talking with customers, primarily to understand how they drive their cars. Sometimes they say they use the car on track, but it turns out that’s only once a year. Mostly, they drive it on the street. Understanding how customers use their cars ensures I don’t impose my tuning preferences on them. I want to tailor the engine to their needs, and I have the knowledge and resources to do that."

Creating the best engine isn’t just about the best parts and techniques; it’s about tailoring the build to the user. It’s like bespoke suit-making. Mr. Maeda’s engine-building process reflects this high level of customization.

"Once the engine is assembled, I ask the customer to break it in for about 2000 kilometers. After the break-in period, I spend ten days fine-tuning it on the dyno, using around 200 liters of fuel."

This meticulous process is more akin to building a racing engine than a street engine. But when aiming for the ultimate engine, distinctions between street and track use become irrelevant.

"It’s easy to get caught up in the thrill of revving the engine, but it’s crucial to build the setup from the ground up. That’s why we use MoTeC, starting with idle settings and adjusting in 5-10% increments. We treat every car we build as a demo car, something we can proudly show anywhere. Now, let’s take it for a drive."

I was relieved to be offered a test drive. The car, a customer’s BNR34, was here specifically for our interview. The gunmetal gray engine cover and surge tank looked beautiful, with the six throttle bodies electronically controlled and the engine pristine, just like the display model.

Igarashi Shota, J.ing’s only staff member, joined me as a co-driver. Initially a customer, he became a devoted follower of Maeda’s philosophy and now assists with the simultaneous assembly of eight RB26 engines.

The unfamiliar switches near the shifter were MoTeC mode selectors. There are various modes, including a smooth city mode and a more responsive one, with the most aggressive being “Hirate Mode,” supervised by GT driver Kohei Hirate.

In the subdued city mode, the car was astonishingly smooth. It felt more like a modern German car than a BNR34. MoTeC, it seems, is excellent when properly tuned.

In normal mode, the throttle felt slightly sensitive, but I quickly adjusted, enjoying the power delivery. The throttle response was reminiscent of a naturally aspirated engine. Even when accelerating hard from partial throttle, the car remained smooth, showcasing the advantages of the electronic throttle control. The lack of unnecessary vibrations made it easy to reach high speeds without realizing it.

The chassis setup was equally impressive. Though I initially focused on the engine, it was clear that Maeda’s obsessive attention to detail extended to the entire car. Igarashi explained that they meticulously set up the suspension and balanced the car, even measuring corner weights and adjusting alignment.

The winding roads leading to Mount Azuma felt perfect for this car. In the aggressive Hirate Mode, the throttle response was sharp and exhilarating. The claimed 600ps output felt manageable, yet the car’s rapid acceleration was undeniable. The mid-range torque made the car feel light, and the power increased sharply beyond 5500 rpm. Unlike a highly strung racing engine, it didn’t constantly demand gear shifts. The car, tailored for a customer, reflected Maeda’s philosophy of not imposing his tuning preferences on others.

The car felt perfectly balanced for both city driving and winding roads. Its rapid, smooth power delivery was accompanied by a delightful exhaust note, and its electric motor-like acceleration was astonishing. Creating such an RB26 is truly impressive – indeed, “incredible.”

"The current engine build is incomparable to previous ones," Maeda says modestly, taking a deep drag on his Marlboro.

"Ultimately, I want to switch to gear-driven cams. It’s about enhancing the feel." As J.ing’s name suggests, Maeda and the RB26 continue to evolve with remarkable precision.

(Catchphrases)

P060
I've worked on Group C cars and even prototyped an F1 V12 engine.

P063
Without increasing the sensor signal accuracy, I realized we couldn't start making a proper engine.

P065
The RB26 has excellent potential as an engine. Any modifications are clearly reflected in both numbers and feel.

P067
If I don’t fully understand how the customer uses their car, it ends up being my tuning forced upon them. I don’t want that.

P069
The current engine build is incomparable to previous ones.

P056
I want to express the pride of being Japanese through restomods.

(Captions)

P060
The J.ing RB26 on display. Its clean look is due to the lack of a crank angle sensor and mechanical linkages for the six individual throttle bodies. Even the placement of bolts and clamps reflects Maeda’s meticulous philosophy.

P062
J.ing’s facility includes a garage with lifts and a dyno, but the most important area is the "surgery room." Each part is scrutinized, tested, and remade if necessary, resulting in engines built to perfection. The cylinder block in the bottom left, although labeled as a standard 05U, is actually a thick-walled Group A variant known as the "red pen block." Such rare parts lying around is typical of J.ing. The dyno pack in the bottom right is used not for measuring peak power but for precise MoTeC tuning. The facility is equipped to produce complete cars, not just overhauled engines.

P064
E.S.P METAL GASKET
The wall displays J.ing’s original gaskets, redesigned out of necessity by Maeda. Each gasket tells a story, some of which are classified as national secrets.

P065
This isn’t a replica of a famous Group A machine; it’s the real deal, entrusted to Maeda by an owner in the U.S. The turbine on the right is a J.ing original, developed through extensive trial and error. Many parts have been upgraded or replaced, showcasing J.ing’s expertise.

P066
ELECTRIC 6 THROTTLE SYSTEM
To achieve ideal control, Maeda uses MoTeC ECUs and J.ing’s original electronically controlled six throttle bodies. The RB26 blends seamlessly with the body color, reflecting Maeda’s attention to detail. The left bottom shows a display that allows real-time monitoring of throttle position for different driving modes. The right bottom shows a BNR34 with a heart continuously evolving under Maeda’s care. It’s not flashy but meticulously crafted in every detail.