Chris Wilson

Posts: 349 CAST IRON remote wastegate turbo manifold. URGENT. Urgently wanted CAST IRON RB26 turbo manifold for remote wastegate turbo. Must be cast iron, not tubular. Apexi and HKS did these. Thanks. Would buy complet Apexi or HKS kit, at a pinch.

I was very much hoping someone would reply to this, I too want to convert a GTR box to RWD. My goal is PPG straight cut dog box internals in an R33 GTS-t. I was wondering if was as simple as using the GTS-t tailsahft housing on the back of a GTR box, instead of the 4 WD housing, or if the PPG gearset will simply bolt into a complete GTS-t RWD gearcase? It's the rear output shaft length that is worrying me, is this re used in a PPG gear kit, or replaced? If replaced I assume the GTR PPG gearkit will have a much shorter output shaft that splines into a GTR 4 WD extension casing? Cheers.

Is the "through the output shaft hole" adjustment of preload unique to the Nismo LSD, or do Cusco or others use this? I have only ever come across plate type LSD's where adjustment means dismantling and plate swapping. Cheers.

I am wondering if there is a commercially available set up to remove the servo and fit dual, brake bias adjustable, race type master cylinders? Or do I have to make my own Cheers.

R33 GTS-t, with Apexi PowerFC, no idle speed rise when the PAS is loaded up. Car is converted auto to manual, by me, so I immediately assumed a wiring issue, but no, it's a dead pressure switch in the PAS hydraulic pressure line. is this a common failing? Secondly, how is the PAS rack solenoid controlled? I presume it's to give 2 levels of PAS assistance, for high and low speeds? Cheers.

The pickup strainer "sock" may be clogged, if it's trying to pull fuel through a clogged sock it will be very noisy and the output flow could be dangerously reduced. A clooged filter in the pressure sise 9normal fuel filter) will make the pump work very hard, and could make it noisy. However, rotary pumps do NOT like running dry, if it's been run very, very low or out of fuel that will certainly knacker it.

If you intend to use it with RB26 multiple throttle bodies and a MAP only sensor you NEED an ecu capable of throttle angle map maultiple map facility, like Pectel T6 or Motec M800. If using an AFM you can get away with a lesser specced ecu.

I need overall and bolt spacing measurements for various turbo flanges, but specifically T3 and TO4, is this info on line anywhere please? Thanks.

Put an impact socket on a strong, long, breaker bar. wedge the end of the bar on a chassis rail or something really solid. Disconnect the coil loom or otherwise stop the engine being able to start. Flick the starter key for a fraction of a second. The starters power and the engines inertia wil jar the bolt free. be careful, if something slips or breks metal can go flying with serious force, don't have anyone standing overlooking the engine bay!. A bit crude, but very effective and a commonly used practice. Nicer way? Air gun on the pulley bolt.

Thanks. Don't want to sell it, do you?

Got a 96 GTS-t R33 with a Power FC, slight complication is that the car was an auto, now converted to manual. As soon as the throttle is opened even a tiny amount off idle you can hear the cam variable valve timing solenoid click open, even at 1000 RPM in neutral. Definitely the cam advance solnoid, disconnect the plug to it and the click stops. This is also affecting idle speed stability. What signal(s) control this, and what could have gone amiss in the conversion to affect this please? Also have no PAS load up idle speed signal showing on the Commander, nor gearbox in gear signal, (the latter because I haven't yet fathomed out which wires in the gearbox loom should be conected to this switch). All PAS wiring is in place though, and seemingly correct though. Thanks. Can it be converted to fixed cam timing just by fitting a none VVTi cam pulley to the intake cam?

Can I just fit a stock none VVTi cam wheel to an RB25DET R33 GTS-t engine to get rid of the variable cam timing? I am running Apexi hydraulic cams on stock VVti cam wheels, which is as the engine was bought by me. I am having VVti issues, and was wondering if it could just be mechanically reverted to fixed timing? How much advance does the VVyi add? Cheers.

Got a 96 GTS-t R33 with a Power FC, slight complication is that the car was an auto, now converted to manual. As soon as the throttle is opened even a tiny amount off idle you can hear the cam variable valve timing solenoid click open, even at 1000 RPM in neutral. Definitely the cam advance solnoid, disconnect the plug to it and the click stops. This is also affecting idle speed stability. What signal(s) control this, and what could have gone amiss in the conversion to affect this please? Also have no PAS load up idle speed signal showing on the Commander, nor gearbox in gear signal, (the latter because I haven't yet fathomed out which wires in the gearbox loom should be conected to this switch). All PAS wiring is in place though, and seemingly correct though. Thanks.

Cheers, I'll do that now!

BlueRB240: Is the cast iron HKS manifold in your photo the same style as the HKS one for the RB26? I am desperate to get hold of either the Apexi or HKS cast iron, remote wastegate manifold for an RB26. The Apexi one is flanged and drilled to fit either RB25 or RB26, is the HKS one? Thanks.

Got a 96 GTS-t R33 with a Power FC, slight complication is that the car was an auto, now converted to manual. As soon as the throttle is opened even a tiny amount off idle you can hear the cam variable valve timing solenoid click open, even at 1000 RPM in neutral. Definitely the cam advance solnoid, disconnect the plug to it and the click stops. This is also affecting idle speed stability. What signal(s) control this, and what could have gone amiss in the conversion to affect this please? Also have no PAS load up idle speed signal showing on the Commander, nor gearbox in gear signal, (the latter because I haven't yet fathomed out which wires in the gearbox loom should be conected to this switch). All PAS wiring is in place though, and seemingly correct though. Thanks.

Urgently wanted CAST IRON RB26 turbo manifold for remote wastegate turbo. Must be cast iron, not tubular. Apexi and HKS did these. Thanks.

I will be running my new RB26 engine on either Motec or Pectel managementt, and would rather have the accuracy of a crank trigger disc, than the belt driven, half engine speed cam trigger. However, once I have made a crank trigger wheel and mounted the sensor, I will still need a cam position reference. Can any guru say whether the stock GTS-t / GTR cam position sensor can just output a pulse to show cylinder orientation? If so which pins do I use? Thanks. Anyone approached this from a different angle (excuse the pun... )? Any neat mountings been devised for a crank wheel and trigger? I was thinking of trying to sandwich it between cam belt cog and damper.

Originally Posted by Chris Wilson I have just made my own, it's away at the platers at the moment, should be back this coming week. I'll take a couple of pics and post them up. Should be easy to duplicate. It gets rid of the WHOLE of the heavy rack assembly, only re-using the adjustable arms for tracking purposes. Saves a good few kilos. Picked them up today (I made 3 of them, 2 for other people) Pics HERE

I was going to run my motec M800, but those that have mapped boosted engines with more than stock duration cams and multiple throttle bodies have found just what you stae. pectel designed the T6 software to counter exactly this, and those that are familiar with it in this scenario, indeed he who wrote the software, feel it is ideal to have no MAF sensor restriction, and yet overcome the low and erratic vac signal from such multiple throttle body systems. AFAIK even the latest Motec M800 software won't accomodate this type of offset mapping.

I am deciding on an ecu for a fairly radical, MAP sensored RB26 Skyline engine. Having 6 throttle bodies close to the ports I am told that having the ability to run multiple maps via throttle angle correction is a Godsend. AFAIK only the Pectel t6 has this ability, is that so, and how much of an advantage is it to have this facility? I don't think any Haltech ecus, or even an M800 Motec allow this, do they? Cams are 280 degree with 11 mm lift, big single turbo, stock plenum, 50 mm throttle bodies (bored out stockers with DCOE plates in them). Thanks.

Head gasket "strength" does not, per se, come from thickness. The current trend to supply a trhicker gasket to reduce CR is just a lousy crutch to make this "easy". What it also does is increase the quench clearance, a bad thing. I can change < well, at least drop), CR by machining my piston tops, I need to reduce the quench clearance though, and this is more easiliy done by yusing a thinner head gasket than milling the block and having the pistons protrude more. hence the question re thinnest gasket. Thanks.

Agreed, I'd bet if you put a Commander on it, or Datalogit, you'll find it's got the wrong AFM setting. I had the PowerFC out of mine while doing some mods. On reinstalling it I found it had "defaulted" to another AFM setting... Damned odd.

What's the thinnest off the shelf quality multi layer shim head head gasket for an 87 mm (well, 86.5 actually) bore RB26 please? Thanks.

Anyone happen to know the bore size (piston size) of a stock Nissan R33 GTS-t brake master cylinder please? I am being idle and don't want to pull it off and measure it, and then have to bleed all the brakes! Thanks.