mambastu

I think he'll have problems getting the R33 radiator in due to the height of it. The R32 GTR radiator fits OK because its shorter.

I ported mine a few months ago and posted some before and after pictures which might help you on this thread http://www.skylinesaustralia.com/forums/sh...ghlight=porting

Hi all, I've just fitted a GReddy plenum to an ECR33 RB25DET but the new plenum doesn't have a water pipe for the turbo coolant return like the standard plenum. Can anybody thats fitted the GReddy manifold tell me where they plumbed it in ?

While we're on the subject of GReddy plenums, it doesn't have a takeoff for the turbo water return like the standard plenum. Where have people plumbed the return into ?

I got my GReddy plenum a few months ago and mine hasn't got the casting marks yours has in picture 3 and 4 but it has the casting marks in the runner side walls. Must admit I was a bit surprised it wasn't smooth inside. I also bought the GReddy throttle body adaptor and when I bolted it onto the plenum I found it wasn't aligned very well either so port matched the plenum to the TB adaptor plate and matched the runners to the manifold gasket and smoothed the runners as far up as I could go with the porting tool. The plenum water ways were much worse than yours so I smoothed those out as well.

When I fitted it I wasn't too worried about heat but I was worried about the boost pressure as the RB with the blow-through setup looks like its got a metal cap on it. Did you notice that on the cars you saw in Japan Sydneykid ? I have noticed that the MAF is very sensitive to throttle position in its new location, presumably because its so close to the throttle body. When the RB goes in I'll use a GTR34 intercooler and move the AFM much further away from the throttlebody so hopefully the airflow will be a bit more stable. Does anyone know if a hotwire AFM can cope with water vapour OK ? I was planning to use water injection at the intercooler outlet end of the inlet pipe which means that it would be blowing a water/air mix through the AFM. This seems (to me anyway) to be the best way of doing it as the AFM would compensate slightly for the cooler charge but if it will cause reliability problems I'll run the jet after the AFM. The WI system I'll use will be mappable anyway.

I'm running a Z32 AFM on my CA18DET in a blow-through arrangement at the moment. A GReddy E-manage controls the fuelling. Heres a picture of the installation. Its bodged in at the moment because I just wanted to check it worked before trying it on the RB25DET I'm installing in January. Seems to work well now its mapped and it overcomes the overfuelling problems I used to have with atmospheric BOV's. Heres a picture that somebody posted recently of one fitted to an RB too.

I've seen a few engine pay pictures of RB25's with stainless braided hosing for breather pipes. How do people get the alloy end fittings into the rocker covers and what size fittings do you need to use ?

Because I re-built them myself with new bearings and seals

I'm using WI mainly for its anti-detonation properties but as I understand it it also reduces exhaust gas temperature too so I figured it might enable me to run a little more boost than the 1.1 bar maximum I've been quoted from the re-built GTR turbos I have. Oh bugger :Paranoid:

Interesting. I'm in the middle of adapting a GTR twin setup to go on my RB25 and I've heard they pop at about 1.1 bar, just wondered if I could get a little more out of them using water injection.

So it sounds like its RPM and heat that causes them to pop. I wondered if Water injection would help keep the wheel in one piece but if its RPM too then I guess the answers no.

What causes ceramic turbine wheels to fail when boost is increased ? Is it due to the RPM increase or due to heat or some other reason ?

Hi all, I'm currently using an e-manage on the CA18DET in my RS13. It works really well. The software is very easy to use but you really need a wide-band lambda setup or rolling road tune it properly. The airflow meter change facility allows you to swap the standard airflow meter for another one of the same type, I'm using a Z32 TT MAF with 460cc injectors at the moment. A few weeks ago I started testing a 'blow through' setup on the CA18DET which has the MAF fitted between the throttlebody and intercooler. I got it running within 10 minutes and after a couple of hours of mapping its running well which shows how flexible the E-manage is I'll be using the e-manage on my RB25 when it goes in the car in January and if we can get the blow-through setup working well on the CA I'll probably carry it across to the RB.

Eh ? Do you actually read what you type ? Max PSI, Max Boost, Max bar....its all the same Stimps, all your pictures have disappeared bud

If you'd taken the trouble to read all the posts you'd see that Stimpy says he's running 10psi in the post before mine.....sounds like thats full boost

Use the Boost Cut option in the e-manage software to cap the AFM voltage signal so it doesn't hit boost cut. If you are getting up to 5V you really need to use a Z32 AFM or add the GReddy map sensor.

Well at least it might not detonate in a few of the cylinders then Are you telling me that Nissan deliberately left very small casting marks in a couple of the chambers and allowed for it ?......I don't think so... Its not perfect but as I said I have removed very little material from the combustion chamber i.e no de-shrouding and I have not favoured any particular chamber. As you can see from the pictures the combustion chamber still has a slight cast finish so I haven't done much more than a polish. I haven't measured port volume or shape either....how many head porters really do ? Not many I would guess. This isn't the first cylinder head I've done and I've had good results in the past. I'm sure I'll be over the moon with the results. :uh-huh: I understand you work at/own a company that sells products in Australia (and thats cool) but I don't and I'm not spending the £800 + that UK companies want to port an RB head. This isn't a head for a race car that needs every last bhp. This is going in my road/occasional trackday S13 and its to a fairly tight budget.

No. To be honest I didn't really want to mess around with the combustion chambers too much so I just smoothed all the chambers slightly to remove a few small casting marks.

Stimps, are those two standard RB25DET turbos ?

Very nice. Is 3500rpm when it starts to boost or when you get full boost ?

DOH!!

I was looking at the .82 housing originally but this 1.06 has come up for sale. I thought it was probably oversized for street use.

Hi all, Would a 600hp GT30 with 1.06 exhaust housing be too laggy for street use on a RB25DET in an S13 with the following modifications : Adjustable exhaust pulley Ported head with standard compression Modified standard cast iron exhaust manifold with 45 mm wastegate 3" downpipe and exhaust system Trust plenum Front mount intercooler with 2.5" pipework Twin plate clutch with flywheel Any idea roughly what rpm I could expect full boost and do you think it would be more or less laggy than a 'modified to fit' standard GTR twin turbo setup ?

Hi, Good questions, quite a lot I hadn't even thought about First of all the engines actually going to go into my UK spec 200SX S13. I already have a GReddy E-manage running a Z32 AFM on the current CA18DET so the plan is to use the Z32 AFM with the E-manage on the RB. I will have to construct a Y piece to join the turbo inlets to the back of the AFM. The turbo outlet pipes will be fabricated to clear the Cam covers. I wasn't really anticipating the oil pump and water pump flow to be a problem to be honest. I've seen SR20's and CA18's with twin turbo setups that used the standard pumps and I presumed the RB25 standard items would be able to cope. Could be a problem. Lambda sensors - I was only planning to use one but I haven''t decided whether to use one of the original sensors behind one of the turbos as per the GTR setup or place the lambda sensor further down after the two downpipes have joined together. I will need to fabricate new downpipes anyway. The main problem, as you say Sydneykid, is going to be the manifold stud pattern. I've heard (and this could be a load of crap) that the reason the exhaust flanges are different on the RB26 is due to the manifold pipe layout for the twin turbo setup. I was originally thinking of cutting and welding the relevant manifold flanges but from my own experiences with a T3 adapted CA18DET manifold the heat generally does cause cracking as you suggested so I think I'll need to have a steel spacer plate fabricated. I'll use longer studs and captive studs where necessary. I can foresee a further problem here, the spacer plate will have to be made fairly thick to prevent warping etc. The RB's going in an S13 not a Skyline so I may have clearance problems on the suspension turret when I use the spacer plate. It may actually be easier to fabricate two 3 branch tubular manifold than adapt the RB26 setup. I know there is an S13 in Australia with an RB25DETT but I haven't been able to find out much about it. The main reason I'm contemplating it is down to cost. It will cost me around £2500 to £3000 to get a GT30, wastegate and manifold sent from Oz to the UK......I can get a low mileage GTR twin turbo setup for around £350. Even allowing for fabrication costs it should work out a lot cheaper.