Stronzo

ok, i`ve found the neo head and the head intake port design is exactly the same as in the non-neo head. That means that the port mismatch (as seen on the picture) between the neo head port and the neo intake manifold is designed by nissan for some reason -- maybe for extra turbulence right after the injector for better a/f mixture. thanks, thread closed.

yes, thanks, as i wrote new apexi panel filter was just installed.

ok let me ask in other way: is there anyone here running gt2871r or smth similar on rb25 with the stock rubber suction pipe (or silicon type from perfomancewise) and stock airbox? do you have any issues like written above? thank you.

but what is it`s fault? its voltage is ok. it`s voltage drop is ok too as it follows real "pedal lift" effect. but thanks for advise - i`ll try to find another z32 afm.

yes, it`s power fc so there is no any R&R or any other safe modes.

i have had problems with coils before -- this problems looks different. but thanks for reply.

and one more thing: usually the first run at is ok -- the car pulls ok to the redline. but other runs at 1 bar have this problem. On very hot days after traffic the problem appears even at 0.8bar.

boost drops _after_ airflow. timing is ok. exhaust... it`s a split dump pipe from ebay, frontpipe + decat pipe in one piece and fujitsubo exhaiust. the only new part is a splitdump but it seems ok. how should i check it?

hi everyone, i have a harsh airflow drop after ~6300 rpm, at aproximately ~4,4v at Z32 MAF. It feels like i just lift foot of the pedal. When i look at the Datalogit charts i can see that the airflow drops earlier than boost. I suspected the stock rubber suction pipe being sucked inside under boost and just changed it to a silicon type ebay item enforced with metal rings. I also changed the air filter to the new apexi panel filter in the stock box. but no use. the cars still shuts after ~6300 rpm. what else can it be? some kind of full-throttle compressor surge or what? is there any way to diagnose suction pipe sucking itself on the road without a dyno? p.s. it`s rb25 with rb26 crank and rb26 forgies, hks 256/8,8 cams and GT2871R (without port shroud) running 0.8 - 1 bar boost. thanks.

rb25 EX valve springs are longer than IN (free length 45,58mm EX and 39,4mm IN) rb26 springs free length is 46,54mm both IN and EX. SD-5 page of service manual.

no one? at least can anyone give me a photo of rb25det NEO head intake port? thanks in advance.

Hi everyone, I need to install neo rb25det intake manifold to non-neo rb25 engine. The problem is that intake ports are different despite the same gasket. On the photo you can see rb25det neo manifold on the right and rb25 non-neo head on the left. The difference is in the injector section -- it is much smaller on the neo manifold. I know that installing greddy front-mount manifolds is a usual thing for many of you -- so the question is -- do you grind intake ports on the neo head to match greddy manifolds (which are designed for r33 heads) or just install it with this port mismatch?

it`s not stock, it`s power fc as i mentioned before, so it`s not a big problem.

ok, i understand how to dial in exhaust cam as it is possible to install adjustable cam gear on it, but what to do with intake camshaft -- it has nvcs gear so it can not be adjusted...

the cams was installed with stock camgears -- so they have not been dialed in with a special procedures. as i read in this forums tomei poncams give the best result in default position. hks have very similar to tomei figures so i assumed it`s true for hks too. ignition tuning is rotating the CAS with a ignition light to get 15 degrees on the crank pulley at idle. fuel pressure tuning was setting the base fuel pressure at sard fpr (it was brand new and was set to 4 bar instead of 3bar -- but with 4 bar the idle was better). ecu is power fc.

Hi, Just installed new rb25 engine (after rebuild) with rb26 bottom end, wiseco forgies and HKS 256/8.8 in/ex camshafts. The car idles with vacuum gauge reading ~ -0.43...-0.45 kpa which seems a bit low (usually ~0.6). I know that aftermarket cams can bring the vacuum down -- is this figures ok? The second problem was that after initial ignition and fuel pressure tuning the car idles quite lean 17-18 AFR. Vacuum leakes where not found... Can cams cause this?

hi, I have to up this old thread as i have an interesting info on this issue. Look at the picture -- my previous question was about the hole marked with green (oil filter bypass channel). I searched through NISSAN FAST and here is the info on the utilization of this channel in different engines: all NA RB2x engines have relief valve plugged in this hole. all R32 RB26 have this hole plugged with a blind plug R33 rb26 have this hole plugged till 0995 and after that this hole is free (r33 rb25det have this hole plugged till 0297, after that -- free) all R34 rb26 and rb25det have this hole free. Actually this hole is an oil filter bypass channel wich should be used in cases of dirty filter or very high viscosity of oil during cold weather starts. And the results of this research mean that after 0995 all rb26s have filter working in parallel and there is always some oil that bypasses the oil filter. This sounds weird. So the question is -- why the hell -- after less than a year of manufacturing R33 rb26dett -- Nissan opened an oil filter bypass channel and left it till the end of production of this engine (R34)? this is not just my curiocity, but the second reason i`m asking is that i`m finishing my own engine now and i closed this channel with a plug to drive all oil flow through the filter -- but after this little FAST research -- i`m not sure i was right. I will appreciate if Sydneykid will try to answer my questions as he`s got huge experience on rb`s oiling system. Thank you in advance.

anyone? the question is about hole marked with green -- should it be closed with a plug on stock rb25det or not? thx.

Hello, Question in brief: R33 rb25det block has three holes in the oil port: 1.First (nearist to the front of the engine and oil pump) -- is the oil feed from the pump. 2. Second (at the center of the oil port) -- is return of clean oil after the filter to the block. 3. Third -- is a hole for relief valve (which bypasses the filter in case of high pressure difference before and after the oil filter) at rb25de. And it should be blocked with a blind plug at rb25det as it has two relief valves in stock oil cooler. why i`m asking: reviewing mates conversion from rb25de to rb25det (after total engine destruction due to incorrect crankshaft oil clearance) i noticed that all three holes in his block are free (no relief valve and no blind plug in the third hole), so i think this is the reason that caused abrasive wear of everyhing including camshaft bearings.

hi, that means e-ts cu detects some errors in attesa system. You have to read the error codes (flashed by diode on the e-ts control unit) when the light will come on again.

rb25det neo stock injector is 370cc, same as not neo.

hi, I`ve got the same problem on my ENR33. e-ts relay clicking like mad in boot while hot, silent when i start the car in the morning. No warning lights... I am afraid that it is e-ts control unit that is faulty . There was an issue with it last summer -- damn guys who changed the film on the rear window pour some water on the e-ts unit . messanic, hope you will your problem and explain us how to do it.

Hello, Can i fit hnr32 (r32 gts4) rear diff assy complete with driveshatfs and alu knuckles (hubs) to enr33 (r33 gts4)? The question is can i do it without disassembling the diff? i know the diff case is different in theese cars (different p/n) but i think the only difference is that hnr32 diff case has mounting holes for e-ts pump. Can anyone confirm that this is the only difference and that hnr32 diff will bolt on to the enr33 subframe? Thanks.

hi, sorry for correcting you SK, but afaik rb26 knock sensors are quite different from rb25.

all r33 inlet camshafts are the same. the exhaust are different before and after 09/97 (different CAS).