T51B1

100 psi oil pressure versus 5,000 psi the crank is/can be exerting? Hydrodynamic pressure(what keeps the crank off the bearing surface) has no relationship to the engine oil pressure, except that if there is insufficient engine oil pressure to deliver the required volume of oil into the bearing, hydrodynamic lubrication will fail and the bearing will be destroyed.

This is just IMO, but I don't think oil pressure is the end all be all factor if your bearings are properly lubricated. Too many people worry themselves sick over their oil pressure figures. Pressure is just a restriction to flow. Volume is the important factor. You also aren't going to build enough pressure to overcome the pressure the crank will be exerting. If it was me, I would just run a synthetic 15w50 or 20w50 oil and keep the bearings you have.

Is it possible that whoever built the motor used too much torque on the main bearings? When building mine, I had to double check that the torque specs for the mains was correct in the book. The builder could have used a tighter torque on those than called for (33ft lbs I think, can't remember exactly) and then not gauged them? Just a thought.

Sorry to bump this old thread, but I was wondering if someone could answer my question regarding these Nismo AFMs and setting them in the PFC. I have the voltage table setup just as Status posted (thanks by the way for posting that up), and I am using FC Edit. I have it idling well with a OK AFR at those settings. The issue I am running into is that I can't get the ECU to run in a lower load cell. It idles in the 4th load cell and on decel the lowest it will go is the 2nd one. It currently will not go low enough to cut fuel on decel. If I use the VG30 option and use the % correction that was posted above, the car idles really lean and lopes. Which of these should I start with and correct? I understand one is measured voltages and the other is just a % correction of the VG30 values? I'm a bit confused as to which one I should pick (or which one is better).

Many thanks for the replies. I will probably do as you suggest and just have them alter the downpipe I currently have fitted and just buy a set of HPI 76mm dumps. A 70mm X 2 --->80mm equal length shouldn't have problems with flow should it?

Does anyone know (or be willing to provide) the correct size "T" fitting that I would need to run the oil return for twin turbos in the stock locations? From searching, the only size I could find was 3/4 NPT, I could not find any info as to what size the two barb ends need to be. Many thanks for any info.

Thanks for the quick reply. I understand what you are saying about the split dump versus the large single dump. I can probably get a set of 76mm HPI dumps for a decent price, but I'm still stuck modifying the exhaust. Do any companies make or have available dumps for the 26/30? I tried multiple searches on google buy couldn't find much. Many thanks for the info.

Hi everyone, I'm currently in the process of collecting parts for a AWD RB26/30, and just wondering if anyone has used the trust extension frontpipe with the conversion? I've got a BNR32 and a set of Trust extension frontpipes from a R33 or R34( not sure exactly, but I am 100% sure that the R32 O2 sensors don't fit and I will be getting some bushings to thread them in correctly). I do not currently have these pipes fitted, I'm mainly trying to save myself from buying 400-600 dollars for a set of new turbo elbows or paying someone to fab a new set of downpipes. I have seen posted before that the R33/R34 frontpipes sit a little lower and that you can't run a R32 frontpipe on a R33/34 as it hits the floorboards. Is there any truth to this? Just figured I would ask and see if anyone had tried it before. Thanks for any input or suggestions!