SirRacer

i just asked the question re pistons as a general one so i dont think its engine specific. he mentioned something re the way they were made, nothing to do with ring lands whatsoever. if i see him again ill be sure to ask however i dont think hes got much longer in nz. it was incredibly interesting talking to someone who doesnt have a budget for building an engine and seeing what he does and suggests. sydneykid's ideas and his are very very similar. he also agreed that you want the smaller wastegate you can possibly use. i should have mentioned that he runs the car to 85degrees twice then cools it down then just let it idle and thats it. once thats done they rip off the head and retorque it and then its good to go. he also reccomends running the rev 15w40 on run in which i thought interesting. appararently its mineral based but they use it in the 7second engine so i presume it also has a synethic component.

he just said he didnt like the design and some of the metals they use to be perfectly honest though id be more likely to believe someone who has a history is building race engines and actually contracts to some of the big companies designing their rods and engine designs than the local engine rebuilder he mentioned hes been involved with a gm team that got 1200 hp out of a 2.0 in the states. i think its a case of perferences really. they are made out of the same metals and id assume in a similar process EDIT Found his name Scott Revell from Tactics Racing in the US

interesting thing i learnt in the weekend talking to the builder of the rayglass datsun here in nz car runs 7's on an 1100hp sr20det if people arent aware. hes also built race engines for numerous other teams all in the vicinity of 1100hp on 2.0's need to find his name actually but he came from the US to build their engine he said when running in an engine start it and run it until it hits 85degrees then shut it off and go home. do that again the next day day after that run it up until 85 then let it back down to room temperature and thats all you do. in some applications he also laughed and said that the burnout is the run in. he also said he didnt like wiseco pistons and highly rated eagle rods which is interesting considering the price

thats also similar to something that RIPS said on an nz forum. he builds quite anumber of competitive rb30's i think thats more of a band aid situation thought, getting to the bottom of the problem looks alot better sydneykid have you had any time to put up your list of reccomendations. if you want you can pm it to me and ill make a chart from it

Can anyone elaborate on this as otherwise it could be a costly exercise buying a gtr power fc then finding it doesnt work. What problems may i have? Car is an a31 cefiro rb20e originally running rb20de loom(same as 20det) and rb30 r32 25 head. Im also going to be running sard 700's (i got them dirt cheap) with a resistor pack.

so just to confirm what everyone has said you can use a gtr32 power fc on an rb20det with not to much hassle by basically wiring the afm's in parallel so the computer only picks up one signal and likewise with the oxygen sensors are there any other plugs or things i would need to be aware of?

they are pretty average and id suggest replacing them while you have the engine in bits

Others have posted in here that it can be done. when i rung nissan there is only one type of gtr valve spring yet there are 3 different tyres of rb25 valve springs when i rung the local cam/head specialist. Id consider using an rb26 head on that combination as then you will be able to use the standard wiring. THis + the superior flow characteristics make for a good choice

ok so you would reccomend the standard pump flowing into a surge tank and then a big bosch external going from there to the engine? ill also rewire it so it gets a few more volts. is it possible or advisable to run an internal pump at these power levels. id just rather have one as its a bit more discreet + i like carrying spare tyres with me

thanks for the information guys, has been a great help with my power levels (hopefully) will i need to even consider running a surge tank or will my bosch 044 do the job? i dont plan on really circuit racing the car (engines going in a cefiro) but will be attending the occasional drag event.

good post that, mines going to be needed to done on a dyno as im going to be running an rb30 in and obviously these dont come with a rb30det computer i dont think running the engine in on the standard injectors and rb25de computer would work to well, correct me if im wrong however. i was planning on taking it to a dyno and getting a base tune then using the running in guides from here. good post once again sydneykid cheers. how many kms do people run their engines in for before applying max power. ive read in a few places 5k is whats reccomended and others that 1000kms is fine, any suggestions?

thanks for that, its very helpfull when getting the resistors off the gtr what price do they normally go for? have you had any experience using rx7 (series 4&5) injectors?

so an 044 in tank will do the job nicely. what is the approx cost of fuel lines to replace my standard ones.

how many kws would the 044 be good for?

Was just interesting in getting some educated opinions on what is the best brand of fuel pump or in my case the one that will work. I should be running around 350rwkws and are looking at the moment to buy one for my cefiro. I want to run a nice simple internal setup as i enjoy boot space. The Walbro seems to flow more compared to the bosch 044 and is cheaper but most serious racers use a 044. Was wanting to know why and what is the difference. Cheers

just so i dont need to pm you hah, what could i search on to find your article

thanks for all your help with everything sydneykid we do appreciate all the hours you spend answering pm's out of question r32 rb25de pump would require 1 oil feed blocked off and the other being a 2.0mm feed?

they will support 350kws with no problems a common cheap mod is to tap a fitting into the other side and make it a dual entry rail have seen it done on a gts25/30 engine and it worked very well

RB26 cylinder head= 2 oil feed galleries between the block and the head We block one off, same as RB26's are standard We use a 1.5 mm restrictor in the other Plenty of oil flow to the camshaft bearings, not too much oil slopping around in the head, getting chucked into the catch can and leaving the sump in short supply. RB25 with VVT= 2 oil feed galleries between the block and the head Plus 1 feed to the VVT actuator We block one off, same as RB26's are standard We use a 1.5 mm restrictor in the other Plus leave the VVT oil feed as per standard Plenty of oil flow to the camshaft bearings and VVT actuator but not too much oil slopping around in the head, getting chucked into the catch can and leaving the sump in short supply. RB25 without VVT= 2 oil feed galleries between the block and the head Plus 1 feed to the VVT actuator We block one off, same as RB26's are standard We use a 2.0 mm restrictor in the other Plus block off the VVT oil feed Plenty of oil flow to the camshaft bearings, no VVT actuator. Not too much oil slopping around in the head, getting chucked into the catch can and leaving the sump in short supply.

Im about 50% through my rb30/25de build and was wondering what people do when running in engines. Ive read numerous stories suggesting 1000kms is enough before winding lots of boost into it, however others suggest 5000kms. In the first 1000 kms how far do you rev it, when do you dyno/redyno etc. All the information ive got so far is so varied. Engine is standard rb30 with rebuild head with aftermarket valve springs, acl pistons and bearings. Im thinking of running it in with a 25t turbo before i go to something t66 size

what are the costs for the coil packs?

running 350kws in an a31 cefiro with 235 tyres isnt going to allow for a lot of traction my reasoning behind it is that if i could limit the boost pressure maybe when driving around town i would still be able to nail it and get half usable power, without the car going completely sideways on me i think a bit of right foot control may be the better option. something i definitley need to work on however and im quite content on flat down

just to throw an interesting (i hope) problem into the midst for example im planning on putting out 350 rwkws in my rb30. i will be hopefully running about 22/25 psi to do that. if the above formula is correct(everything else sydneykid says generally is) what is the perfect application for me if im going to have different boost levels. for example an around town level and a max power level should i simply focus on the wastegate for my better application and put up with the lag around town (where i dont need it)?

thanks for that i read in an earlier thread that you were looking at doing gtr valve springs. i was looking at doing the same then read they also werent all that great. i then called kelford camtech(im in nz) who do most of the countries top head work. they mentioned there are 3 types of valve springs for the rb25 head which i found interesting. they are 10 dollars dearer than the gtr items from nissan. they are made by an australian company called performance springs and the quality is meant to be very high. anyone got any comments on how many kws on a 300 kw engine can be made by cam gears finely adjusting the cams? anyo

thanks for your information sydneykid. all your information regarding everything is absolutely invaluable. id hate to know how many engines have been successfully built with some of your information. im glad i read this thread as my engine would have otherwise been assembled without the restrictors and i probably would have gone with the bigger is better idea rather than listening to any form of reasoning in respect to the wastegate. where is a place (other than greenline) that you would know of that would stock these restrictors, or is it simply a case of someone being able to fabricate them? at present my blocks in pieces as is the head waiting to be sent off for some boring. when i get that back ill assemble it all and get back to you regarding a few questions then we can talk turbo. i look forward to it.