Sydneykid

Page 1 of this thread. cheers

The circlips come in the 350/340 position. cheers

That’s a conservative calculation, the 440 cc = 440 bhp includes a 20% allowance for spare duty cycle for acceleration and cold run enrichment. So 440 bhp / 1.34 = 328 kw – 65 kw losses = 263 rwkw. Up the fuel pressure from 34-36 psi (standard) to 45 psi and make sure you don’t use more than 10% acceleration enrichment and you can get to 320 rwkw pretty safely. cheers

Try the Group Buy http://www.skylinesaustralia.com/forums/in...showtopic=85467 cheers

I think we are entitled to be sceptical, all sorts of people for the last 10 years or so have been trying to flog off inlet manifolds/plenums for RB20/25’s. The vast majority of them perform much worse than the standard inlet manifold/plenum. We have seen respected guys adapt an RB26 inlet manifold/plenum to an RB20 and actually suffer a noticeable power loss. So even Nissan parts don’t transfer between n models. You ain’t seen sceptical yet, wait until you try and sell the first one. cheers PS; if you want some tips try these; • The standard throttle body must bolt up, no mods required • Supply a replacement throttle cable, it’s a pain searching for one that reaches • The standard sensors also must bolt straight up • Don’t reduce the number of vacuum fittings, increase them. We could do with 3 more please, for aftermarket boost gauge, MAP sensor and EBC connections. T pieces are simply another potential leak. • The idle control bypass is essential, there are 2 connections, one before and one after the throttle body. Both are required. • Include a high mounted cooling system bleed, trapped air is a bitch. • Supply it complete with all gaskets and seals. • Have a top feed AND a side feed injector option. Supply the top feed rail with that option. • If the standard radiator hose doesn’t fit straight on, then supply a replacement

The instructions are in English and they are cheaper and the quality is at least as good. cheers

Except when you bolt an RB26 plenum/inlet manifold onto an engine, add some boost and #6 then flows the most. The aerodynamic experts tell me that's because the pressure backs up at the rear of the plenum. Can't duplicate that on a flow bench, wish I could. The RB25DET EGT results from testing in 2003, R33GTST with 263 rwkw. RB25DET Standard inlet plenum Average of 3 runs, with 5 minutes between runs Ambient temperature 28 degress A/F ratio 12.0 to 1 3,000 4,000 5,000 6,000 rpm rpm rpm rpm #1 580 645 732 802 #2 582 647 732 805 #3 581 648 734 806 #4 580 647 732 805 #5 582 649 735 812 #6 582 650 739 815 Note the higher temperatures at #6 and to a lesser extent #5. We put that down to water circulation differences. Same engine, same dyno, same pyrometer, testing done the following day after plenum swap; RB25DET Greddy inlet plenum Average of 3 runs, with 5 minutes between runs Ambient temperature 27 degress A/F ratio 12.0 to 1 3,000 4,000 5,000 6,000 rpm rpm rpm rpm #1 580 643 732 803 #2 582 642 731 805 #3 581 648 732 806 #4 586 647 734 808 #5 582 650 739 818 #6 582 655 745 824 Note the higher temps at #6 and #5, some of which could be attributed to the water circulation as per the standard plenum. But the differences are noticeably higher than what could be attributed to that, hence the conclusion was that it was due to flow differences in the plenum/inlet manifold causing leaner A/F ratios and even higher EGT's. I have about 5 more sets somewhere, one was for the RB26 standard plenum, I will try and dig it up. Draw you own conclusions, the absolute numbers will vary from engine to engine of course, but the differences are what's important. cheers PS; digging this up last night has prompted me to do similar testing on the RB31DET, which I will post up when it is dynoed.

You should have bought a ProEngine's collar. Any decent machine shop should know exactly what to do; It's 2 thou tolerance fit Stick the crank in the fridge Stick the collar in the oven Drill and tap the holes for the grub screws after the temps have normalised. cheers

Only if the tuner knows what he is doing, many don't. Take it back to whoever tuned it and tell them the problem. cheers

The answer is tuning, keep the knock below 20 at all times, the A/F ratios no leaner than 12 to 1 and don't increase the standard RPM limit. Tip, buy a PFC now before they run out. No idea about clutch, never used one of those. Drivetrain will be fine. cheers

Check is easy, disconnect the vacuum hose from the BOV and block it off. Then compare the gauges. If the guages now read the same, then you know you have a leak. So check the hoses and the clamps between the BOV and the plenum, a 1.5 psi leak is easy to have and hard to find. If you can't find any leaks then it's the BOV, try tightening it. cheers

That's ~24.5 kph per 1,000 rpm, are these dyno runs done in 3rd gear? With barely 35 lbs on the seat when new and 1 bar of boost, I have no doubt that the valve springs are "playing up". cheers

Atmo BOV? cheers

OK I'm confused, they still appear to be making all models of RB26 Power FC's. So it can hardly be caused by the discontinuance of the NEC processors. My guess is the models that they are discontining are due to lack of sales in the domestic market. In which case, there will be no replacement. cheers

This is an interesting question, hence why it is being asked. There appears to be 4 types of CAS used on R32/33/34’s. 1. All R32 and R33 S1 (half moon drive) 2. R33 S1.5 (half moon drive) 3. R33 S2 (star drive) 4. R34 (star drive) But don’t R33’s in S1, S1.5 and S2 all use the same Power FC? So the internals of the CAS should be the same. If so, why did Nissan change the CAS from half moon to star drive? Unless the internals of the CAS are different, but the Power FC doesn’t care. Either it just ignores the differences or it compensates for them. As I said, an interesting question. cheers

Gauge A runs off the factory nipple on the plenum Gauge B runs off the hose going to the bov Where does the hose going to the BOV come from? If it comes from the plenum, they usually do, then my guess is the BOV is leaking 1.5 psi. cheers

Let's see what plenums/inlet manifolds have we tested; Sub Zero (RB25) plenum with standard inlet manifold Plazmaman (RB25) plenum with standard inlet manifold GReddy (RB25 and RB26) plenum and inlet combined Micks Metalcraft (RB25) plenum with standard inlet manifold Standard (RB20) plenum and inlet manifold combined Standard (RB25) plenum and inlet manifold combined Standard (RB26) plenum and inlet manifold combined Nismo RB26 plenum with standard throttle bodies and inlet manifold Top Secret (RB26) plenum and inlet manifold combined Veilside (RB26) plenum and inlet manifold combined Jun (RB26) plenum and inlet manifold combined and a couple more that I can't recall right now. I am not sure how you tested the standard RB25 inlet manifold/plenum. But if, in the real world, it had 12.5% variation in airflow between cylinders there would be blown up RB25's all over the place. Since that obviously isn’t the case then the only conclusion that can be drawn was that the testing methodology was flawed. Let's get into the rpm range discussion. I know the gearbox ratios, I know that if you change from 1st to 2nd at ~6,000 rpm (in 1st) then the engine ends up at ~3,500 rpm (in 2nd). That's why I chose the range 3,500 rpm to 6,000 rpm for an average power calculation. Plus it also happens to be the range shown on the dyno chart that we are discussing. I can hardly do comparisons if I don't have the data. Sure if the car had a close ratio gearbox then I could us a smaller rpm range to calculate the average power. The maximum RPM drop (on a gearchange) in the Hollinger is 2,000 rpm. A change at 7,000 rpm in 1st results in 5,000 rpm in 2nd. But as far as I know this car has a standard ratio gearbox, hence why I did the average power calculation that way. Recently I was asked by the importer to test (flow bench and dyno) a "copy" RB25 plenum and inlet manifold combined, but we are so busy at the moment I had to decline. We get this sort of request often as we have the expertise and equipment and no affiliation with any manufacturer, we are only interested in the results. Personally, I would like to find a good aftermarket plenum/inlet manifold for RB25's, it would make my life a whole lot easier. Unfortunately to date I haven't found one that suites our applications that performs any better than the standard one. cheers PS; I PM 'd the EGTS to you ages ago, if you can't find them, please let me know and I will dig them out and send them again.

Yep cheers

Have you seen this in the For Sales section http://www.skylinesaustralia.com/forums/in...amp;hl=power+FC cheers

Measure it, this thread shows the dimensions http://www.skylinesaustralia.com/forums/in...;hl=intercooler cheers

The facts are that the standard ECU retards/cuts the igntion on gearchanges. This makes the changes smooth and stops full load on the gearbox (bands and clutches) during the geashift. Aftermarket ECu's don't have the complex mapping for this retard/cut. So you get rough gearchanges and premature gearbox wear. These are the questions that I have asked the other 6 guys who swore that they had no problems with their auto and an aftermarket ECU. 1. How smooth is the gearshift on a full throttle up change? 2. How smooth is the gearshift on a low throttle upchange? 3. How would you compare the gearshift smoothness to when you had a standard ECU? 5. How many K's does it travel? 6. City traffic? 7. Circuit work? 8. Drags? The answers might help you decide whether an aftermarket ECU will do the job to your satisfaction (one man's meat is another man's poison). cheers

PM sent cheers

PM sent cheers

Front at 380 mm is standard height. The Whiteline springs in the Group Buy ($144 a pair) will result in 350 mm. The Group Buy Bilstein shocks have additional circlip grooves added so you can set the height you want before you fit them. There are 6 grooves 8 mm apart and I can tell you the height that you will get from each groove. R33GTST Group Buy thread; http://www.skylinesaustralia.com/forums/in...showtopic=85467 If you are planning on using lowered springs with standard shocks I strongly suggest you have a read of this thread first; http://www.skylinesaustralia.com/forums/in...=103158&hl= cheers

Hi, I only went on what was posted, a before and after dyno graph. I had no knowledge of retuning or higher flow injectors or anything else that was done at the time. The logic is quite simple, if the aftermarket plenum flows better then that reduces the restrictions and the boost should "decrease". The boost controller (spring on the wastegate or EBC) would correct for that and "increase" the boost back to its set level. Hence there would be more airflow as a result of removing the restriction. More airflow always means more power (all other things being equal). But between 3,500 rpm and 5,000 rpm we are actually seeing less power. How can that be? Either the aftermarket plenum increase the restriction or it has poor distribution. Since the power is higher at higher rpm then we can most likely rule out increased restriction, which leaves poor distribution as the reason for the decreased power. Moving on to the average power, I know you know the rpm drop on gear changes, but for other readers. The 1st to 2nd gear change at 6,000 rpm (in 1st) results in drop of ~2,500 rpm to ~3,500 rpm in 2nd. Which is the widest rpm drop, the 2nd to 3rd drop is ~2,000 rpm, 3rd to 4th is 1,500 rpm and 4th to 5th ~1,000 rpm. Keeping the above in mind and relying on the information given, the best estimate of accelleration (potential) is average power between 3,000 rpm and 5,500 rpm where the standard plenum averages 155 rwkw and the aftermarklet plenum 151 rwkw. Note that I had to use ~5,500 rpm as the maximum rpm as the standard plenum dyno graph doesn't show figures past that and I don't believe extrapolation is the correct approach in this case. But even if I did use a straight line extrapolation of the standard plenum dyno graph to 6,000 rpm, the aftermarket plenum still has a lower average power (ie; 178 rwkw versus 180 rwkw). Just becuiase the aftermaket plenum makes ~4 rwkw more max power doesn't overcome the fact that at 4,500 rpm it looses ~15 rwkw. So all things being equal, the standard plenum equiped car would be definitely be faster accellerating from 3,000 rpm to 5,500 rpm and would most likely be faster from 3,500 rpm to 6,000 rpm than the aftermarket plenum equipped car. Personally, I would much rather spend $800 on a pair of Poncams and get higher average power, than spend twice that on an aftermarket plenum and get less. cheers