djr81

It is statements like that show why the industry is stuffed - simply because they are based on prejudice. Where is the deficiency in technology? People line up to buy shtbox Hyundais by the boat load and they have no redeeming features of any kind, no quality, no technology, no nothing. Same for the best selling car in Australia - the Mazda 3. Where is the technology there? Or anything Chrysler ever built? Or Kia or the entire current Nissan range. And so on and so on. I mean to your way of thinking what magic technological bullet would have saved the Falcon? As for build quality there is nothing wrong with the locals when you line them up against the imports anyway. Peoples mindsets appear to have been fixed in 1988. Show me a 1988 built anything and I will show you a piece of crap. What killed Ford is the same thing that is killing the rest of the manufacturing industry in Australia. The exchange rate and prejudice.

Thought the COTF tanks were 112 litres or similar?

Spice is the right word. Because you wont know whether or not they are driving slowly to conserve fuel or to conserve their tyres. Imagine the tension, the excitement of the post race interview. "So, Kimi, tell us about your race" "It was shit." "Was the tyres or fuel this time?" "Tyres." Unparalleled levels of awesomeness right there.

So its going to be a regularity run like this years races - just instead of tyres being the limiting factor it will be fuel. Or are they going to alternate between the two to spice the show up?

No. Inherent issue with the APexi ECU. Mostly becuase it is a very, very old design.

Are you by any chance running a Power FC?

Plain discs (Not slotted, drilled or dimpled) work fine on road cars. So just get some of them and save your money.

From off the top of my head I would reckon the rings to be iron. AFAIK Nismo dont make a piston for the RB26 only Nissan. From the maual: End gaps are much smaller than for forgies. 9.4 thou to 13.4 thou for the top ring. 16.5 to 22.5 thou for the second ring. Also The groove gap is 1.6 to 3 thou for the top ring and 1.2 to 2.6 thou for the second. Finding the piston to fit is as hard as finding the ring set with a 1.5mm top ring. There is only one ring set that I have found - from JE. Maybe ACL if you can find the right size. Pistons will have to be customs (Again unless you can find ACL stuff) but not very custom really as you can just use the standard designs and modify them for the different rings.

Best was 17% out to 28%. As an aside wrt the Mines baffles. The entry point for the oil into the system is at the back of the head which is not ideal - that is why you have to relocate the little covers for the cam lobes to the rear - to stop them flinging oil up into the entry points of the baffled system. I cant see how the Mines baffles are better than the stock items when you have a head full of oil? Lastly there are some interesting notes from JE about side and back clearances for rings for the two different alloys commonly available. Oddly the numbers are identical. piston_instrc2618.pdf piston_instrc4032.pdf

I was always under the understanding that Toyota etc ran bigger drain areas. Maybe the attached photos tell a different story? One is an RB26 the other a 2JZ. Also, for what it is worth with a 1.5mm restrictor your oil feed area is 1.75mm2. The drainage area must be several hundred times that. Obviously the feed has pressure behind it (A few atmospheres - depends on your oil pump type, rpm etc etc).

Not at all. The more people who understand the correlation between blowby and oiling issues the better. I cant find an informed discussion on ring sizes (thickness and width), materials, types etc on this forum anyway.

If you have that lot you still need more parts that GAry will not have supplied. Read this is you havent already. http://www.skylinesaustralia.com/forums/topic/374385-bilstein-coilover-conversion/

I understand your point. I just dont agree with it. $40 billion is not a drop in the ocean. It is a shtload of money much of which will be wasted on excess capacity and connections that people wont ever use. Money that could be used far better elsewhere.

There is a vast gulf between saying most people use the internet (which they do, clearly) and saying that most people need NBN sized download speeds so that the latest pirated episode of Star Trek can be downloaded in less than 2 minutes. (which they dont) If you want to make the argument about infrastructure then $20 billion buys an awful lot of Hume Highways or hospitals or schools or universities. Maybe even enough that there will be road leading to your local uni so you can actually attend it in person. Instead of a mass of IT infrastructure that may (MAY) be fully utilised some decades into the future.

There are any number of things that can be argued about - indeed there are 46 pages of oil control for RB motor discussions in another thread that would suggest people arent entirely on top of the issue.I dont want this thread to fire off into the wilderness as I am trying to sort out a piston with good sealing - better than the average aftrmarket package. But I would offer the following observations. That forged piston and ring combination tend to be less tailored to individual motors than the manufacturers would have us believe. There are very few built motors with rings that are fatter than 1.2 1.5 3.0. ACL were one of the few vendors and they stopped making them some years ago. If you dig about you will find some endorsements of their product. The overfill of stock sumped RB26's is as much about the small oil capacity (four and a bit litres) and reducing oil surge as anything else. The contention is that for a similar amount of blowby as another turbo motor (pick one it doesnt really matter) and RB will suffer from oiling issues to a larger extent (Because of the small cross section of the oil return drains). So the idea is to have less blowby than other motors. A reduction in blowby will reduce the amount of oiling mods needed or alternatively allow the motor to run for more kms until they become an issue. That is my contention anyway. If I am over engineering the rings/pistons then so be it but if there was one area of an RB26 you would want to over engineer it would be that.

The drainage efficiency is affected by blowby. In engineering terms it can be assessed by a Froude number. Too much blowby retains the oil in the head of the motor. The issues are linked. The RB26 doesnt have much in the way of area for drainage. Hence it is more affected by blowby than most other motors. Anyway that is my theory.

Well almost no one I know does that, which is probably why I know them - because they occasionally get outside their houses. The overwhelming majority of people just dont want or need the kind of speeds the NBN purports to have. It is only the IT fanbois who are making all the noise and getting all bitter and twisted between 100Mbps and 25Mbps.

It is mostly because I want to see what sort of difference it makes. I have come to the conclusion that RB26's have an inherent problem with oiling that is caused by blowby. Once you reach that point you kind of want to make sure you fix it and that the fix is going to last. So rather than just follow what everyone else does and have the issues everyone else has I thought I would try a bit harder and see if I can do a bit better. Or screw it up entirely which is the more probable outcome. Anyway the custom piston is not complicated. All you need to do is to tell them how you want the grooves for the rings done. Everythiing else stays the same.

Ordered some new rings from JE - had to get two packets of four as per the above part JC2904-3386. Anyway that will give me a couple spare to send off for test. The other avenue is rings from Pacific Engine Parts. A nice old bloke called Trevor is working up an alternative with either 1.5 1.5 4.0 ductile iron rings or the same with a steel top ring at 1.2mm. Not sure what I will do yet - may end up with a mix and match combination. Can get CP pistons made to suit either option.

Well the closer you are to the original rates the less concern you would have but basically there isnt a problem with the 7/5 or 8/6 either. Why not get some Bilsteins and use the rates you want to?

Cant get the file uploader to work but if I could I would attach a quote from JE. For for half a dozen 86mm piston. Basically a modified version of these (Modified for a thicker top ring and an 86mm bore) http://www.jepistons.com/Catalogs/Sport-Compact/Nissan-Infiniti/rb26dett.aspx NISSAN R32-R34 SKYLINE RB26DETT Dome/Dish requires no deburring or preparation 2618 T6 high tensile forged aluminum JE designs are specifically engineered for extreme applications up to, and including, professional competition. In this environment, the higher compression ratios, highest boost or heavy nitrous usage necessitate the higher tensile strength 2618 aluminum alloy. Dome and dishes feature smooth flowing radii for excellent flame travel. 1.2 x 1.5 x 3.0mm ring widths. .827 x 2.250 straight wall carbon steel wrist pin provided. Pin fitting and wire locks included Rings Now Included Rings are as JC2904-3386 package. basically these but six not four. http://www.summitracing.com/parts/jep-jc2904-3386 Cost is $1050 USD. Thicker wall pins are $11 ea extra. Plus shipping and GST for the lot. Have another local option to work through too.

If there is nothing wrong with the pump pressure just leave the thing alone.

Helmut Marko does not hinder Red Bull, insists Christian Horner By Jonathan Noble Tuesday, April 30th 2013, 09:45 GMT Helmut Marko's presence at Red Bull is a help rather than a hindrance to the Formula 1 outfit's ambitions, insists team boss Christian Horner. Although Marko's outspoken views have often stirred up controversy - especially because of his close ties with Sebastian Vettel - Horner claims that Marko's Red Bull advisory role assists the F1 squad by giving it the independence it needs. With the recent 'Multi 21' team orders row having prompted fresh intrigue about the management make-up at Red Bull, Horner argued that he is freed up by Marko's responsibilities with Red Bull owner Dietrich Mateschitz. In an exclusive interview with AUTOSPORT, Horner said: "I have full responsibility for the operation of the team trackside and in the factory. Horner interview: I'm here to win, not be popular "I report directly to Dietrich, who has always been tremendously supportive. He sets high standards. "Helmut has responsibilities elsewhere with the young-driver programme but he has no operational responsibility or input into how we operate as a racing team. He's an advisor to Dietrich, and he's obviously an experienced hand. "Part of his role is that within the Red Bull corporate world, now that it's such a large company, he has enabled Red Bull Racing to retain its independence. That allows me to operate with the freedom to manage the business and manage the team how I see fit." Although ultimate decisions on Red Bull's long-term plans are still down to Mateschitz, Horner says his relationship with the Austrian is on solid ground, and he has never had anything but full support. "Dietrich is the chairman and a major shareholder, so of course I answer to him," said Horner. "But he gives me the autonomy and he has a trust in me that I represent the team as well as I can, and he gives me very much a free hand to run and operate the team; to recruit, to operate the team the best way that I see fit. "Of course I keep him updated. And of course with any major decisions be it on the drivers for example it will ultimately be with him. "But he has always followed and backed the team whether that be an investment in capital expenditure, or be it in an engine change."

Failure of the oil pressure sender unit is common. Check and/or replace that before you do anything else.

Well the ACL pistons got sent back so I am currently pistonless. But I have a couple of options left unexhausted for non stock 1.5mm rings and will see how they go. Will make sure the block is viable at 86mm before I order any pistons.