Power Loss On Downshifts, Bouncing Idle And Slight Hesitation At Specific Rev Point -R34Gtt
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It makes you wonder, all these people starting to make a billet replacement head, I wonder if any have thought about trying to adapt tech from newer engines into them. You're already at the full design stage to make a billet head... Why not really spice it up and had some more modern tech into the mix too... -
Connect all the plumbing up properly. The actual worst part about having the turbo unable to actually build boost, is you can and likely would over soon the turbo if you drove the car (free rev while stationary isnt likely to manage it). If you do have an air leak as Duncan suggested, you'll have a bad time as the AFM will be saying different to reality. As you have had the engine out, I'd go over all electrical connections again. If you have a consult cable, plug it in, and see what the ECU thinks is going on. Did you touch the timing belt? If so, double check your timing on the gears is correct AND put a timing light on it while it's idling and see what ignition setting you have. Is the AFM you've installed the one that was in the car previously? You said you replaced seals, what seals exactly? What have you had apart? From memory when I had my RB25DET with factory throttle, there was two plugs the TPS plug on the loom could go to. One would leave the car running like shit, the other made it work, I think one plug on the TPS area was for something else (an option). It's too many years since I saw that part of the loom to remember properly though. Is the car idling smooth (as smooth as an RB can)? Does it smell fuelled up? I have a feeling either timing in timing belt is off, or a sensor isn't right.
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Theres still skid pan and motokhana days up in QLD at least that are $100 or less. The ones that are ran as "driver training" less so, they're expensive, but just normal skid pan days like SAU ran are still low cost. And thats one of the places I learned to be a lariken, purely by asking for passenger rides, and how people were doing crazy things. Reese gave me plenty of pointers back in the day for skid pan! And yes Duncan, I will never forget your pointers for track work. Especially after Neil got out saying "I am NEVER getting in the car with him again!" 😛
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49719 is the cooler loop. Right at the front, LHS of that diagram. Return line from rack (LP side) goes to cooler loop on RHS front of car, then back under engine and returns to bottom of tank. 49717M is feed from tank to pump. HP line out of pump is thick rubber, followed by the hard line that runs down to crossmember and runs in parallel (but opposite flow direction) to the LP return line. Nothing goes anywhere near the firewall or interior of car. The closest they get to that is the connections on the rack. -
By drifter17a · Posted
Thanks, plan is to drain all fluid tomorrow and do smoke test to find out the leak. Appreciate your help and want to understand how the system work. So cooling is achieved by the long loop not any rad? The diagram seems to suggest it connects to somewhere inside the cabin and I thought that is a cooler inside firewall. If you look at the diagram it seems to show it connects to something inside firewall. I tried chasing it but not easy unless I take loads off i am confident pump is good as fluid goes in and it gets soft( steering) but as soon as I turn engine off , loads of bubble come to surface and overflow. When engine is on , fluid level is below minimum but when off it shoots off and thinking it is sucking air in. I suspect aluminium pipe may have a crack line or whole smoke test with no fluid should be a good start and if needed will remove the pump In addition, the one going under the engine bay is high pressure line and one directly connecting from pump to resorvoir is return/ low pressure? finally I searched and suggestion is to use dexron 2 but that is discontinued so bought dexron 3 as all research suggest it is compatible and shouldn’t cause any issues/ blow seals. I bought two liter of dexron 3 motul atf
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