Jump to content
SAU Community

Recommended Posts

Can anyone post up any pics of the mods to the oilways in the head & block. I'm just wondering which ones to drill out & which ones need opening/funneling out.

Cheers

Stu.

Very simple, all of the returns to the sump.

If it's not an oil return, then leave it alone.

Cheers

Gary

SydneyKid there is a hole in the block near to oil return... Is it a good idea to return the oils from the head there?

Depends on what block, generally speaking, no there isn't. That's why the suggested return is into the top LHS of the sump.

Cheers

Gary

  • 3 months later...

hey there,

just a question, ive read so much about the oil problems RB engines have, these cars arnt cheap to but, so much technology goes into development of these machines, and there seems to be about 6 problems with the oil side that sydneykid lists, why the hell have they not developed a better system of oil supply when testing their cars? or maybe nissan should have hired someone with a brain (sydneykid) to do the most critical part of a car engine????????

hey there,

just a question, ive read so much about the oil problems RB engines have, these cars arnt cheap to but, so much technology goes into development of these machines, and there seems to be about 6 problems with the oil side that sydneykid lists, why the hell have they not developed a better system of oil supply when testing their cars? or maybe nissan should have hired someone with a brain (sydneykid) to do the most critical part of a car engine????????

Ask Nissan???

If the GTR's were used and driven as a stock road car with no power mods etc, they would be fine 90% of the time.

They did fix the oil pump drive from late R32GTR's onwards(thats about it).

As soon as you push beyond factory specs and set limitations, that's where all these mods come in handy I'm sure.

I was lucky enough to see the inside of the engine that gibson motorsport built for kerry packer's car back in 91 last week. while they had made some mods, they didn't have:

external oil return

restrictor in feed to head (in fact they had opened both feeds!)

wide drive on the oil pump

expanded internal oil return at the rear of the block.

I think it is fair to say the development that gary and the race team have done on these motors over many years, and they fact they have been willing to share the knowledge at no cost is very valuable to everyone on these forums

oh, and it spun a bearing on its first track day....

I was lucky enough to see the inside of the engine that gibson motorsport built for kerry packer's car back in 91 last week. while they had made some mods, they didn't have:

external oil return

restrictor in feed to head (in fact they had opened both feeds!)

wide drive on the oil pump

expanded internal oil return at the rear of the block.

I think it is fair to say the development that gary and the race team have done on these motors over many years, and they fact they have been willing to share the knowledge at no cost is very valuable to everyone on these forums

oh, and it spun a bearing on its first track day....

Ouchhhh! That's expensive. How much was the engine back then....~150-200g?

Dunc, what changes have been made on the engine/car that caused the spun bearing? Was there any new oil pump, was the rpm limit raised, stickier tyres etc etc?

Cheap compared to a f--ked engine or engines especially if you plan on doing a lot of klm's on the track.

Dazmo, what kind of dollar is it for your dry sump and is there anyway of fitting one into a rb with Aircond and power steering intact :D?

You drill the smaller round holes to 9mm right?

I'm drilling mine out to 10mm, to match the head gasket.

Diameter of one of the oil drain holes, where it steps to the larger diameter is 9.65mm, and gasket was 10mm.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now



  • Similar Content

  • Latest Posts

    • Ok i will get those 310mm. I found one but on a different site. This is the description on those...is it ok? Technical parameters: - Axle: front. - Disc type: ventilated. - Number of holes: 5. - Disc diameter: 310mm. - Total height with center: 54mm. - Thickness (new/min.): 30/28mm. - Designed for brake calipers manufacturer: Sumitomo.
    • You Gregged a whole racetrack!?
    • Look for broken wire or bad connector at the motor. Might not be it, but is worth starting there, as it is easy.
    • Hi everyone, I’m having an issue with my R32 GT-R. Sometimes, when the car goes over a bump or experiences some vibration, the 4WD warning light comes on the dashboard. When I check the code from the control unit in the trunk, it shows Code 19 – ETS Motor. However, everything seems to be working fine — if I turn off the engine and restart the car, the light goes away and everything functions normally. Has anyone experienced this before? Where should I start troubleshooting this issue? Thanks in advance!
    • I'm back from the dyno - again! I went looking for someone who knew LS's and had a roller dyno, to see how it shaped up compared to everything else and confirm the powerband really is peaking where Mr Mamo says it should. TLDR: The dyno result I got this time definitely had the shape of how it feels on the road and finally 'makes sense'. Also we had a bit more time to play with timing on the dyno, it turns out the common practice in LS is to lower the timing around peak torque and restore it to max after. So given a car was on the dyno and mostly dialled in already, it was time for tweaking. Luis at APS is definitely knowledgable when it came to this and had overlays ready to go and was happy to share. If you map out your cylinder airmass you start seeing graphs that look a LOT like the engine's torque curve. The good thing also is if you map out your timing curve when you're avoiding knock... this curve very much looks like the inverse of the airmass curve. The result? Well it's another 10.7kw/14hp kw from where I drove it in at. Pretty much everywhere, too. As to how much this car actually makes in Hub Dyno numbers, American Dyno numbers, or Mainline dyno numbers, I say I don't know and it's gone up ~25kw since I started tinkering lol. It IS interesting how the shorter ratio gears I have aren't scaled right on this dyno - 6840RPM is 199KMH, not 175KMH. I have also seen other printouts here with cars with less mods at much higher "kmh" for their RPM due Commodores having 3.45's or longer (!) rear diff ratios maxing out 4th gear which is the 1:1 gear on the T56. Does this matter? No, not really. The real answer is go to the strip and see what it traps, but: I guess I should have gone last Sunday...
×
×
  • Create New...