discopotato03

Actually RB30 bottom end is cheaper to build than RB25 and makes torque without reving the piss bags out of it . At first glance the extra 500 od cc's don't look like much but the longer stroke and much better rod stroke ratio do pay off . The only drama is the front water passage and VCT oil supply , not that difficult to get around . The larger engine will make the same power as the 25 with less revs and boost or more from the same . Good rods and pistons for RB30's don't cost any more than 25's and make the 30 a proven 8000 rpm engine that can do 900 hp in 26/30 form . In more sedate tune 300Kw that pulls like a locomotive (and I should know) everywhere is pretty good .

Cubes I think the ceramic turbines are all the same size/trim . Also the later VG30's were 206Kw and used twin turbos for RB26 power with more torque .

Nope , even CA18DET can do better , lighter/cheaper more compact . FJ24 is good period race engine , expensive so so road engine , most detuned class specific engines are .

Good pics Shaun , do GCG or JJ do a single low mount for the GTR head ? Cheers A .

Its interesting that Nissan and Mitsubishi use tube and fin intercoolers for their high performance production cars . The GTR and Evo Lancer intercoolers look good from the tanks or collectors perspective , unlike many aftermarket items . I can't help but think that when the ducting enters or leaves tanks that are too close to the core end plates that flow is reduced or at least less that the core is capable of . Nissan and Mitsu obviously have large R/D budgets and know what works with their applications . SK thats interesting about the power figures GTR coolers are capable of , for what I want the GTR one gets the nod and the second hand prices are pretty good compared to the aftermarket . Is it safe to say the GMS cars used the std one or are some "more std" than others ? Cheers A .

DR30's were in the early days of turbo and engine management development really just after the Bluebirds . It was coming along nicely in the Group B and F1 classes but these outlived the DR30 which was out of production when raced here . Cars such as the R31 and Sierra RS500 being later benefited from improved technology . More later , cheers A .

No , the .50 cover is T04E series where the .70 is T04S series . You would need to change the back plate/adapter ring as well . These butt up to the flange on the comp side of the cartridges bearing housing , are sealed with an O ring and held in place by a large circlip . Try to buy it as you want it because the bits are not always cheap , when I inquired through GCG Brett said he could supply any of the three .50/.60/.70 "E" covers or the .70 S cover for the same price . Cheers A .

Interesting Dennis , I've never seen a DR30 that had the late type master/booster like late MR30's . I've got a feeling DR A arms may have slightly different pivots and cross member , no proof just seen people screw it up when mixing arms and crossmembers . Grp A cars used unique works parts , a friend has the parts list and diagram and no I cant get at it .

Sorry , a bit short ATM . The B/W (R/S) rear end and local Girlock brakes were 80% of its failings . The engine and gearbox were the only saving graces and we know where they came from . Cheers A .

My Bluebird also used the DR30 fans and shroud but it was not by choise . I would never remove a viscous hub engine driven fan particularly on a turbo car . These fans force feed air through the engine bay keeping the underbonnet temps down which is important with red hot hair dryers lurking within . All thermo fans do is dump hot air in the bay when the water temp is already a bit high . They'll never move as much air as the conventional one can . Incidentally the viscous hub takes the load off the engine when things are nice and cool . With thermos the water thermostat is not the only temperature control device and it should be , as I said the fans only come on when EVERYTHING is hot . If you still think the power loss is significant use a larger water pump pulley ie L20B or FJ20, if its running constant high revs the water pump will be cavitating anyway so kill two with one . Cheers A . P.S All RB powered Skylines use an engine driven fan , the GTR fan itself would be better than the 22 yr old L series wind mill - RB26's red line at 8000 , nuf said . Cheers again .

Have you got a picture of it ?

Hmmm , don't know if Freddy Gibson would agree with that . R31 GTS-R was a better Grp A car than the DR30 . IMO Import for its semi trailing arm IRS and R200 , it depends on if you want it to handle better than you're average wheelbarrow full of custard . If you aim to hot it up the IRS/R200/better brakes become essential to prevent the lead tipped arrow syndrome . For basic transport buy the local barge . Cheers .

You'll find I'm right because I've been there , yes DR30 brakes bolt up to disk brake A arms with the matching disk . Because the front calipers on DR30's also use larger piston calipers the master cylinder size is larger to cope with the increased fluid transfer volume . You can get these larger 1" bore masters as some 78 model 280ZX's used them . Cheers A .

Thanks Dennis , it looks like a major engineering feat dosen't it ............ Seriously though for about 1/4 - 1/3 of the weight of a DR30 radiator the R32 GTR one offers probaby 40% more cooling capacity , remember those cars made nearly 280Hp standard in a mild state of tune and do not overheat . Recently some mental giant wanted to argue the toss over copper vs aluminium as a heat sink medium for radiators , I will agree that copper has the legs on ally but remember this important fact . Copper radiators ares stuck together with solder which has a high lead content and you guessed it - lead is a very POOR conductor of heat energy . Most would say "so what , the tanks are soldered on the core end plates" . They would be right but how do they think the gills are stuck to the tubes ? right again with our poor contucting solder . You could say this fin to tube insulation is a great way to drop heat sink efficiency - but it was a cheap way to manufacture radiators for a long time . Aluminium rad cores are furnace brazed and transfer heat in the water tubes to the gills much more quickly and efficiently , there is less resistance to airflow through these later cores so its a win win situation . Cheers A .

Could try the RB25 exhaust housing on the RB20 ceramic BB turbo , it works with the RB25 turbo /2.5 engine and VG30 exhaust housing . All thats changing is the turbine housing ARR . Reducing turbine inlet (back pressure) is a good way to increase power and the RB20's turbine housing is TINY . Its a real easy job provided you can find that housing and everything fits up exactly the same . Well worth a go , cheers A .

For the RB nubies can someone explain the whole RB30/early 26 pump drama . I don't own an RB crank yet and can't work out if the flats on the nose of the crank are narrower or not as long across wise . Was the later fix a larger diametre nose with the same between the flats distance so longer flats ? The adapter ring , is this shrunk into place and new flats ground or milled . Cheers A .

A little while back Just Jap in Kirawee had an incomplete white front cut , could ask them though the owner races one so mabe not cheap . Headligfhts never seem tyo work as well as MR30's . Cheers A .

Yes fettling , I saw some of those films when I did my F/M trade course . Also got to work on some early 645 series EMD (GM) Diesels with Roots Blowers , the later ones have a turbocharger (with free wheeling clutch) thats allows the turbo to run faster than the gear train as revs rise - to scavenge . I'll have to look into Tomi profiles but my interest is in high lift - sort of open the valves quickly , a long way but not for too long . My main concern is this valve guide cracking business , is it a high rev problem ie "valve crash" or bounce and shock loads ? I thought the whole idea of the inverted bucket was to take all side loads off the valve stem and guide . I should mention at this point that the engine will be an RB26/31 with a 1.06ARR GT3540R so exhaust restriction (bad for scavenging - reversion) should not be a problem . I would like this engine to do what WilliamsF1's RB26 does but with more capacity and the single turbo . Cam cap fasteners , stud/nut on 26 and bolts on 20/25 ? Cheers A .

I started this one to not distract the "Will this do 350Kw 26/30" thread . SK mentioned the Tomei 264 high lift cams for RB 26 and someone said something about 260 and 9.15 lift . Are these the same thing as I'm interested in short timed (duration ) high lift cams . David Vizard always said that high lift and short timing was the way to fill the cylinders and not lose bottom end power , sort of a good way to make grunt without extreme revs or in my case revs or boost . With the heads I understand some minor fettling is required so the cam lobes don't hit the casting near the bucket bores ? Also are the cam bearing caps held down with studs/nuts on the 26 heads , seem to remember some people having dramas with broken bolts (?) in the RB20 with 26 cams posts . Cheers A .

Actually DR30 are same pads as rear disk MR30 and I think same as S14/S15 . Like I said the calipers are almost the same except piston size , leg length and minor variation in cable mount . Cheers A .

Cubes , actually less blades means less likely to surge at lower engine rpm . Its the less load factor on the turbine that helps it get up to productive speed given the same exhaust gas flow . The GT compressor is designed to work over a wider speed range and its top end airflow is a little better (and cooler) than the T04S . Some feel that the plumbing size out of those T04S covers is a little large at 2.5" for a 76mm compressor wheel be it GT37 or T04S , I reckon if the power can be had with conservative pipe sizes why not . The XR6T uses an E cover with 2" outlet for 240-270 Kw though it is a low boost aplication . We shall see , best of luck Mr Mafia cheers A .

That turbo is a GT30/TS04 , 7 blades and a .70ARR comp cover . It will be interesting to see how it goes particularly with the VG30 turbine housing . Cheers A .

I think you'll find that the DR rear calipers have longers "ears" on them to space further out on the edge of the 290mm disc . I had a DR and MR caliper side by side 4 yrs ago and that seemed to be the obvious difference - aside from DR's larger diametre pistons . I did once see a 280ZX that had the large piston bridge section with the short leg non floating part so obviously can mix and match . Off the top of my head it was a 3/78 build and also had short leg big piston front calipers and the single rear mount R200 diff .

The Mafia , count the number of compressor blades and hope it has 6 , 6 full and 6 half height . The Garrett people believe that the GT30R (700382-12) needs an 82 or 1.06 rear housing not to choke its potential . Running the VG30 BB housing is a grey area because its native turbine is much smaller in diametre and the machined away nozzle may not want to know about the GT30 turbine . If you run the Garrett GT30 .63ARR housing surge may not be too far away . From a convienence point of view the HKS integral gate GT Pro S housings stand the best chance of working properly , their nozzles and volutes are different read better than Garretts Diesel housings . Cheers A .

The Vulks are composite (two piece) and look to have forged centres . Four piston calipers would fall in , theres that much room around the std calipers . Yeah sorry Josh , mine is same colour but all over with no lairy stencils . Do all these RSX's have black and red interior ? Cheers A .