ISL33P

sorry no air compressor. Dahtone, send me the pm again, no sure what happened with it. Standard turbo $150 delivered anywhere Standard injectors $75 delivered anywhere everything else is being scrapped...bon voyage rb20's

Yes to the AAC $30 delivered Sorry no air-con

Your dam right there are.....that and developing manifolds for the past 8 or so years certainly helps.

Sure can, cone and get it. I am seriously scrapping them on the weekend if they don't go

There is currently one in the making for a 26/30

Sorry no loom, just coil packs. IACV spoken for, but knock sensors are available

Robbo - what oil block? Woods - yeah that's the one Bushy - $75 delivered

calsonic, consider it done if you want it. I have been offered $300 but that was last night from a friend of a friend and we know they go nowhere fast. make an offer No worries Scott. If the engines are sold by the weekend.You can come and get anything you want off them. Might be easier to take the complete head.

last chance before it goes to the scrap yard. I will keep the standard injectors, turbo, manifolds and fuel rails, everything else will be scraped

the weekend is drawing nearer and I can see these going to the scrap heap. I suppose 2 less rb20's in the world cant be a bad thing LOL

finally I got my a$$ onto facebook.....follow my progress on there http://www.facebook.com/customplenumcreations

I'm located in wollongong nsw. Which rb20 cal sonic?

Not much to it really. 1x GTS-4 RB20 (4wd) with a spun bearing. Everything else is good and was running fine. Turbo, injectors, coils, manifolds, fuel rail, fuel reg etc etc 1x R32 RB20 (rwd) engine with clutch. Was bought to change over but the blocks have a different sump bolt pattern and was useless. Came out of a running car. Its complete without manifolds. Make an offer on anything and everything. I am home all week so I can strip and send stuff pretty much same day. If it is not gone by the weekend I am pulling them apart for scrap. Cheers, Ariel

whoops wrong forum please delete

I have this same conversion in a r32 gts-4. Only thing is can't get it started. There is spark and there is fuel supply and it ignites every full rotation or so but not enough to get it running. Could this be something to do with point 1. In the very first post. Can you please explain it a little clearer? I had to reverse the cam sensor wiring to get signal from the cam to the injectors and coils. Thanks, Ariel

some welding pics from this weekend. I am always trying different things to improve structural and aethestic's of the weldand to me it looks like they are working out. I'm playing with tungsten stick out from the cup, tungstens sharpening angle and also the penetration settings.

I have been busy getting stuck into a CA18DET powered Datsun 1200 ute and hence the reason for no updates. I did make another undercar surge tank today and have the new rb26 and sr20 manifolds still in development, a little slower than anticipated unfortuantley, but isnt that the way it always is with cars??? What started off as a plenum and piping only job has turned into what more and more people are looking for once they see what kind of work I can do, much like the turbo'd GTI I posted pics up of. This to-do list now looks something like this: - new intercooler and radiator installation - inlet manifold integrating PCV valve, intercooler piping and recirculating blow off valve - new exhaust manifold flange, yep meaning remove existing one and weld on a new one - DONE - port match inlet and exhaust manifolds - step 1 of 3 DONE - new fuel tank, surge tank, 2x044's and stainless steel fuel lines to permanently convert from pump to e85 - new front radiator support panel and front apron - new custom made engine and gearbox mounts to move everything back to be able to hide intercooler behind grill - converting 8 port cylinder head to 4 port - DONE - clean up inlet and exhaust ports - raise compression ratio, new cams, head gasket, springs, balancer - fill in all the holes in the engine bay and spray Anyway This is just a little something I made for myself....its been a looooooooooooongtime since I spoilt myself but needed it for the CA. Notice the space for 32 valves VH45 goodness

There you have it.....as for the hard work done for me LOL I wish......

remembering it's air density, not flow and that you are chasing different target AFR's and EGT's throught the whole operating range and therefore the corrections will vary depending on what you want to achieve

I havent seen any evidence to prove the water theory, but I will be glad to see it. Flow test is done just on the manifold alone. The final results really depend on the given cylinder head but these will simply be a percentage of the manifold flow and ie head and manifold flow combined will have similar, if not the same, variances as the manifold alone since the head flow is theoretically the same between cylinders. Just a few points to remember: - pressurised or not, airflow direction, turbulence and swirling will remain the same regardless - Boost pressure only increases the air density not overall airflow. More air density is what makes the more power, not more airflow - Air speed at peak is the same N/A or forced, it just reaches peak quicker in forced applications Plan is to have manifold flow tests (mine and others) on and off a bone stock cylinder head I have here once I complete my rb26 manifold. Anyway, I dont want to make this about airflow we can do that in another thread. Let's leave this for thoughts and progress on this car, back to you Bobby. Cheers, Ariel

according to some experts it is because of the water temperature difference between the front and rear of the block.....I dont doubt the numbers about the mismatch of flow considering some of the variances I have seen in factory manifolds of up to 20%!!!! Here you go GTRNUR - Greedy flow test results

Just in relation to intake manifolds and intercoolers, dont you think there are better designs out, much the same reason why you (and/or John) belived a different exhaust manifold was required? I mean, there are much the same benefits available from improvments on the inlet side as there are the outlet side......to me it just seems like there is the other 50% of the equation which is untapped. No doubt that Nismo and ARC are well renowned "mass produced" products for the "masses" but this build requires something different to that. I know you mentioned this is what John has recommended, but has it not crossed your mind....maybe it's just because this is the side I concentrate on......just a thought, in no way am i having a go just wondeiring why it has been explored? Just in regards to the Nismo plenum, has it been flow tested it? With the larger volume at the rear, I would think that flow would increase, maybe in direct relation to the rest of the runners, but again, it may increase more over the others due to this increase area especially around cylinder no6??? Again, im just want to hear other people's experiences Cheers, Ariel Here is what the rally and f1 teams of the 80's used to do edited to not cause misreading

this is the best thread on the forum.....bar none!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! (edit - actually any forum, including that Evo engine) Finally someone is building an effecient engine, not one that has a 2-3k powerband because anything like build is too few and far between....my hat goes off to John and yourself Bobby, this is fabrication and customisation in it's purest form. Just one question, with all the effort that has gone into fabricating and designin the exhaust manifold and exhaust system, what is planned for the intercooler, piping and inlet manifold? There is plenty of f1 style technology that improves these areas just like you both have with the exhaust. Cheers, Ariel PS - you bet your bottom dollar I am subscribing

Looks better in the back of your 31 compared to mine....plus those fittings add some nice bling bling

Small changes to the under car surge tank, here are the pics