GTSBoy

Just about anything could be wrong with the car. Serious. But first and most important, if you ran 91 RON fuel in it, and made boost, it WILL have been pinging. you could have caused serious damage to the pistons, head, spark plugs. It could be fatal.

Um.....what? Yes, turbo and non-turbo are different. Turbo box is the stronger one. But the bellhousings are all the same.....in that they all bolt up to all RB blocks.

Scrap metal is exactly what happened to mine. Car came from Japan as an auto. Not too long after the auto tranny fell into the scrap metal bin and the hole where it came from was filled with a real gearbox and a clutch.

They're all 4 speed, even the R32s. I can't tell you any smaller differences, because I categorise all of them in one group..... as scrap metal.

The rear bosses don't look like they have threads tapped in them.

Is there even a gasket? I can't remember ever seeing or caring about one on any RB engine, and I cannot see any reason why there would need to be one either. I mean, let's face it. if I've had the coil cover off of RB engines that many times and I can't even remember whether there's a gasket or not, then there's probably not one!

It can. But you have to do a lot more.

f**k! they run 14 psi stock with the boost restrictor removed, which is the way Nissan intended them to be run if it weren't for the 280ps gentlemen's agreement.

Watch the video. Good recommendations on both ex manifold (Ozzie, of course) and wastegate size/type/arrangement in there.

Who said cheaper? I just said "if you are going to pay to do X, then you should do Y instead". The logical reason for this is that the result will be 500x better than sticking with the crappy packaging and old skool performance of twins. What does it matter if it costs 20% less or 30% more? It's a GTR that you plan to make 600+ HP out of. It is a question of when and how you spend the $50k to make it work.

Cool. But I wouldn't consider a 16kW, 11kW or 5kW "difference" from previous as being a trustworthy number. Power could have changed for other reasons, both inside the engine and to do with the dyno (such as how hard it was strapped down, tyre pressures, blah blah blah). You're talking about 1.5% difference at the end there.

650cc injectors will flow enough fuel for ~650HP at the engine. If your 550-600 numbers are at the wheels, even with American dyno markup (meaning that we think your US dynos read high) then you'd be better off with 800cc injectors. But to be honest, don't even f**k around with 800s. Just go straight to some Bosch 1000s and be done with it. Then you will have spare capacity for more power or E85 (should it become an option). And no, they are not too big. You will give nothing away by using them. I wouldn't persist with twin turbos either. If you're getting serious and were going to be replacing manifolds and dump pipes, then piss the whole lot off and use a decent modern single. You will thank me later.

sheesh.

Of course you remember what these forums are like. With 12 posts and an Integra to your name. So you want to use a really long engine in the middle of the car, more or less centred on the rear axle line, and a really long gearbox and transfer case at the rear of the car, then send the drive all the way forward to the sump region of the really long engine, where the rear axle line needs to be? Right? You do realise that the rear end of this drive line is going to be >1.2m behind the axle line, yeah? How is this going to be smarter than any of the various Audi/Porsche gearboxes that people already use that are 10x more compact and can handle >300HP?

Ummmmmmm........I fail to see how you could use the GTR gearbox and transfer for a mid-rear setup. Especially if you want to use the front output. Ignoring, for the moment, the questions of strength, the engine-gearbox-transfer arrangement for the GTR stuff is purely inline. So if you were wanting to drive something's rear wheels with the front output of a GTR gearbox, then the gearbox would have to be mounted a long way behind the rear axle line. The driveshaft would have to come out of the transfer case the same as it does in the GTR, forwards to the diff, in the same way that the diff lives in the sump of the RB26. You are aware the GTR transfer case only has the one, forward facing output, aren't you? Even if you planned to just use the transfer case, without the GTR gearbox, it doesn't really change anything. The TX case still needs to hang off the back of a gearbox, still only has the same output shaft. Addressing the question of strength......actually, there's no point in addressing the strength question. The answer is yes, or no, depending on a number of things that don't really make sense considering because the idea is fundamentally broken anyway.

Just for clarity......FEA is not testing.

Magnaflow have 4" universal race mufflers. Superformance.com.au are responsible for them in Oz I think.

fisted pussy <> punched cat Although....the resulting damage is probably similar

Re-routing fuel lines would be an easy enough thing, if you had to do it. The hassle is that the mounts on the Neo rail don't match the 33 plenum, so you have to cut and shut stuff.

For the effort involved in modding the Neo rail to fit, you'd probably be much better off just getting an aftermarket rail for the r33 manifold to suit EV14s. PM Scotty on here.

A length of soft rope, not a rag.

Lost post in this thread was to the effect that all RB26 AFMs are 65mm and all other RB2x AFMs are 80mm, same as Z32.

Looks like the downtime involved a database crash and restore. Some posts lost. The ones I made in this thread were to the effect that 2 psi of backpressure post turbo seemed like a lot for only 320 rwhp.

Z32 AFMs are physically larger than RB26 AFMs. There are a zillion mentions of how to fit Z32s to a GTR on the net.

They're physically the same size as a Z32 AFM.