mark99

We've used pleanty of them. A couple of the studs can be too long, but you just snip the end off of them to shorten them. The only way you would put a hole through something is careless assembly, when the sump wasnt siting in place correctly, if you tried to wind it down, you could hurt something. Not sure if they have rectified this or not. Also the head studs are very large diameter, so you'll have to drill out the head bolt holes in the cyl head

Bullet Cylinder Heads in S.A. They definately do cnc rb26 heads, dont know what the flow figures are like though.

Rhemac Motors, can do the engine remove and refit and the strip down, machine work and rebuild all in house. Most other shops will remove the engine then send it to another shop for machining (probabley Rhemac).

Im after a pfc and controller and boost controller for 32 GTR. Please send payment details. Thanks Mark

John who used to work at JMS and Tilbrooks, is now working at Rhemac Motors in Gawler. He has got a heap of GTR experience, as well as other import experience

Im confused by what you say... Do you mean 1,2,3 straight cut, with 4 and 5 heilcal, and all are dog engagement. Or do you mean 1,2,3 are dog engagement with 4 and 5 syncro I think there is some confusion here with straight/ helical cut gears, and syncro/ dog engagement. PPG also do a 1-4 gearset replacment, that gives you dog engagment on 1-4 but with helical gears, and you just retain your 5th and reverse.

what diameter is the pipe on these manifolds? can they be done in a larger diameter pipe

Yes, but only if the load is too great for the surface area. 1.888" journal diam is roughly the diam of RB 26/ SR 20. This is also what the Americans refer to as Honda journal size when using this size journal in small block v8's. They run this size in a lot of high revving small block applications. But as with everything its always a trade off.... smaller journal size equals slower surface speed , physicaly lighter and smaller components, but less journal overlap so a weaker crank, and yes a smaller surface to bear the load.

Looking for Racing Hart CX 19" x 9.5" +14 offset with charcoal centre, and will these fit under the guards of 32gtr

Its not so much the extra capacity, thats just another benefit. The main advantage is going to the smaller journal size so that SR 20 rods fit. Smaller journal size equals slower surface speed on the jounal wich gives the bearing and the oil an easier time. An SR rod has the larger 22mm pin wich is better for higher stress application. If you compare the price of a set of aftermarket RB 26 rods, or for custom rods as in the spacer plate application being discussed here, to using Eagle SR 20 rods, normalising, offset grinding and re-nitriding the crankshaft, it probabley comes out line ball on cost but with all those added benefits. Plus i think the Kakimoto high block kit uses a 20mm spacer plate so if you use the SR 20 rod, at a guess you'd still have both a reasonable comp height piston, half decent rod / stroke ratio. With yet a little more capcity (im a sucker for capacity)

I think Kakimoto make a sleeve and plate kit called a high block kit. Dont think it is too badly priced either. And just for a little extra capacity why not offset grind your RB 30 cranks con rod journals down to sr20/ rb 26 dimensions, use an off the shelf SR 20 Eagle rod (great value for money vs strength), narrow the big end slightly if memory serves me correctly. Then custom piston to achieve the correct comp height and take advantage of the SR 20's bigger diam gudgeon pin 22mm instead of 21 mm.... and you get all most 2mm of extra stroke, all adds to capacity

The OS engine that ive worked on looked a little different from the photos of the kit that ive seen. The sleeves were stepped, being very thick at the top then stepping back to more like a conventional sleeve where it goes into the block. They were thicker than 5mm on the bit that hangs out the top of the block though. I would have guessed more toward 10mm. From memory they had flats machined on the front and back so they keyed together. Then the spacer plate had flats on it that keyed to the front and back liners. The plate then just goes arond the outside of the block just protruding back in to catch the head bolt holes and the oil galleries. then the water jackets are just free to flow into the open space left between the outside of the sleeves and the inside of the plate. Sorry dont have any photos. Hope that makes sense. Oh the plate is sealed underneath with a big one piece o ring that goes all around the outside of the block and cicles the oil galleries.

SK thanks, that makes good sense. The key word here is response. The reason i wanted to stay multiple throttle bodies is i was hoping with the combo im running that "response" would still be in my vocabulary whilst making 400+rwkw... but sounds like i may be dreaming?? My thoughts were, if im increasing, capacity, cam lift, cam duration, cyl head breathing capacity, turbo size, exhaust size, then i should increase the throttle body size.....

Im right in the middle of upgrading at the moment, 3lt bottom end, big cams, ported head, gt-rs turbos, big exhaust, fuel system, etc etc. Im up to looking at different options on the induction side, which led me to looking into the bigger throttle body upgrade.

So what you are telling me is that increasing the size to six 50mm throttle bodies will make no difference to how fast my car goes at all??? If so, thats cool you've saved me having to try both setups. But how do you know this, have you tested the larger setups, or are you saying that if you are after large power and are going to change from standard then going to single throttle body is smarter because it leaves you scope for yet more power again than the six 50mm throttle bodies? Also if 600hp is correct arond $1500 is a lot cheapaer than say a Jun plenum and sigle throttle body, isnt it? But only if that $1500 is gonig to make my car go faster... All help and opinions are appreciated

I would prefer to stay with the six throttle body setup though... Then i can try both standard and larger and see what, if any, gain or loss i experience

Im hoping to make more than 420rwkw, and would like to try both standard and the larger size throttle body setup if its readily available. With the combination im putting together im hoping that i may see some gains in top end power.

I had a quick look at the tomei site, and cant see it... you wouldnt have a link to any info by any chance? Yeah im hoping to make pretty decent power, but dont want to go the single throttle body route....

Ive read of an upgrade for gtr's where you replace the 6 x 45mm throttle bodies, with 6 x 50mm throttle bodies. Can anyone help me with who makes this, or where i can get them from??

Great post. Worth adding to the above, is that whist the King and ACL Race bearings are both high quality bearings, they are two differing styles of bearing each with their own advantage. In terms of pure load carrying capacity the ACL Race is the superior, being a tri metal design compared to the Kings bi metal design, the ACL will always be able to withstand higher loads. However this comes at a price, the King bearing can cope with a larger amonut of "debris" or poor surface finish a lot better than a tri metal bearing. Basically the King can cope with any small particles running through the oiling system, by having a thicker top layer, wich allows for small particles to embed into the bearing and not damage the shaft or bearing in any serious way. King are great for if the engine assembly is not perfectly clean (not that you want to aim for that) or cast iron crankshafts where surface finish is a lot more critical comparative to steel crankshafts.

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OS twin plate clutch and f/w. Came out of 32GTR, but far as i know will fit any RB. Clutch is sprung centre type, good condition, no slipping etc, plates still in great condition. F/W surface will be freshly machined upon sale. $1200

trust t517z 8cm kit to suit GTR brand new, never used. Pm for more details. $3700

These are rb 26 pistons 86.5mm bore; wiseco piston- 341.4g pin- 105.8g. Arias piston- 374.8g pin- 99.6g. CP piston- 305g pin-97.2g

Phantom, yeah arias usually are not only a lot smaller on the top ring land but also the top land is usually fairly noticeably tapered toward the crown. From memory on an RB arias would be around .035" smaller on the top land and tapered. Where as wisecos are around .020" and parallel. Of all the other pistons ive looked at, JE, CP, Ross, SRP, Venolia, ACL, Speed Pro, etc, they've all stayed much closer to the .008" - .009" per inch of bore with varying from parallel to heavily tapered. Not saying Wiseco dont know what there doing, just that design seems perculiar to them. A good point is it protects the top ring a little more, a bad point is if combustion temps get a little high not a lot of room for expansion before the land will touch....