Jump to content
SAU Community

Recommended Posts

I remember someone I trust telling me that an RB in an S13 weighs about as much as an RB in an R32 GTST .

Your call but the R32 is going to have better suspension and an RB six out of the box , hoiking an RB20 for an RB25 has to be a heap simpler than an SR20 for an RB25 .

Your call but I'd reckon everything about an R32 is going to be cheaper than a 180SX in the long run .

It depends on what you like the look of I suppose , I'd go for the functionality personally .

If you must stay with an S13 you could look into better fours for the purpose ie a KA24DE and turbocharge that .

They are long in the stroke compared to an RB six but they make great mid range torque - particularly with a turbocharger . The US has RWD manifolds for them because they had USDM 240SX's with the KA24DE engine std .

We got a DOHC RWD version of in in Aus spec Navara 2.4's . They are 8.6 to 1 CR std so reasonable for a cheap conversion + local compliance .

Luckily the KA24 has the full circle bellhousing pattern which I think is the same as an SR20 so they probably fall into an S13 , they obviously did into USDM S13's and S14's .

The Navaras have a V6 version as well and with a bit of mucking around with bellhousings you could possibly get an RB25DET sized gearbox into your S13 .

JWT (Jim Wolf Technology) in the US do cams/manifolds/pistons/cracked flashed ECU's etc etc for KA24E (SOHC) and KA24DE (DOHC 16v) engines . From memory injectors are the exact same side feeds as R33 RB25DET's so I'm pretty sure the Nismo's etc fall in .

It won't rev like an RB25 or an SR20 but if you can make killer mid range torque with four large cylinders who cares ?

Very lastly , they use an iron block so no need to screw around with liners like in an SR20 . Can't remember about fitting piston oil squiters - you'd have to got to the US sites for that info .

Four cylinder car with four cylinder engine , it's what I'd do in an S13 .

A.

now this is what im talking about, thankyou so much people. main reason of going down the RB path is i already know quite alot about it and also have an RB25 in my 33. Im sure with a good suspension setup you can overcome the engine weights. ive already said im not interested in an SR, i know it would be more practical but i like the RB25 so im going to stick with it. It's was either going to be a 25 or 2J, but i dont have the skills myself to do a 2J conversion, as like doing everything myself. Thaks for all the replys, helping me get an idea of each components power range/output. Good stuff.

280 rwkw is a tricky figure. Is there a reason why you have selected 280 rwkw as opposed to 250rwkw or 300 rwkw?

The reason I ask is while it is definitely possible to make more than 250 rwkw on a stock motor (I've done it as have numerous other forum members), I would not want to do it for an extended period of time on a stock motor for reliability purposes.

280rwkw is tricky because it is more than I'd be comfortable running on the stock motor and probably not quite enough to justify building a motor. E.g. if I was going to build a motor, I'd whack a slightly bigger turbo on and aim for 300+.

If you tune the car to run on E85 (high octane), you should be able to get 280 rwkw using a highflow rb25 turbo with the larger OP6 rear housing from the VG30 turbo.

A car that I helped build managed more than 280 rwkw with the highflow I mentioned using tolulene added to standard 98 BP ultimate. E85 should be able to produce even more power.

cheers for the info manwhore, lol.. well, basically i just came up with a number in my head. A mate has a 250kw RB25 in his S13, i liked the torque, took it for a drive and loved the way it felt over the SR. so i just thought it'd have to be a little better, but if 250kw is a better approach than im sure that will be fine. Yeah i wasnt really interested in building the engine for that power output, but i guess its the chance we take when pushing the limits. So if it lasts long enough on 250-280kw then im sure a couple years down the track id look at rebuilding. and im sure if i spend the extra cash and get a great tune from a well know tuner then it would be well worth it.

try the gt3071 500hp garrett turbo with a/r.63 internal wastegate from gcg turbos in sydney. good for up to 280rwkws . see diagram. other supporting mods set of tomei pon cams 252degrees inlet and exhaust with 8.5mm lift. 550cc/min injectors bosche 044 fuel pump. large 600x300x80mm front mount intercooler. stock pipeing to plenum. 3inch turbo back exhaust. link plus ecu.

post-6176-1225420711_thumb.jpg

post-6176-1225420933_thumb.jpg

if you want a bit more response maybe look at a GT2871R-10 (GT-RS equiv) or more room for later improvement maybe a GT3071R (ive only got my head round the Garrett and HKS ranges so cant comment on other brands)

from what you can see, support mods are prettymuch a known quantity.

turbo choice is the really hard part

i would go for a 2835 pro s...

its what i'm running and is just unbeleivable....

i have 265rwkw (creatd dyno) with an exhaust cam gear to bring the powerband down for response... so its a possible 275rwkw'ish (some have up to 285rwkw on PULP) but as i said... response... i'm gonna go e85 as soon as i get datalogit and aim for 300rwkw

full boost from just below 3500 all the way to the 7400 redline. that's 4000 revs of full boost in every gear.

if i choose i can fry the tyres from 0 till its off the clock... just need to flatshift... and with a 4k powerband that's easy as!

with cams and the exact same setup bombtrack has 275rwkw but his boost hits about 700 rpm later... so its a little bit less of a powerband but still WAAAAY acceptable.

car is also running:

nismo 555 injectors

nismo fuel pump

z32 afm

apexi super induction pod in cold air box with 2.5" cold air pipe

hybrid fmic

power fc

blitz dsbc spec s ebc

unknown clutch... but its holding up to numerous 6k sidesteps (free score from japan :ninja: )

3" zorst with decat pipe

+ a well sorted suspension setup.

This sounds very similar to the OP6 highflow setup I referred to above (power and response).

The car honestly scared the bejezus out of me the first time I drove it after tuning. It was that responsive that it felt like a standard turbo. In the dry with 255 rear tyres, it was like going for a skid in the wet :ninja:

The car was tuned with a bit of toluene added so it made more power and torque than other cars running this turbo with standard 98 octane. E85 should be even better again.

i would go for a 2835 pro s...

its what i'm running and is just unbeleivable....

i have 265rwkw (creatd dyno) with an exhaust cam gear to bring the powerband down for response... so its a possible 275rwkw'ish (some have up to 285rwkw on PULP) but as i said... response... i'm gonna go e85 as soon as i get datalogit and aim for 300rwkw

full boost from just below 3500 all the way to the 7400 redline. that's 4000 revs of full boost in every gear.

if i choose i can fry the tyres from 0 till its off the clock... just need to flatshift... and with a 4k powerband that's easy as!

with cams and the exact same setup bombtrack has 275rwkw but his boost hits about 700 rpm later... so its a little bit less of a powerband but still WAAAAY acceptable.

car is also running:

nismo 555 injectors

nismo fuel pump

z32 afm

apexi super induction pod in cold air box with 2.5" cold air pipe

hybrid fmic

power fc

blitz dsbc spec s ebc

unknown clutch... but its holding up to numerous 6k sidesteps (free score from japan :laugh: )

3" zorst with decat pipe

+ a well sorted suspension setup.

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


  • Latest Posts

    • My experience with Rising Sun Exports Before agreeing to the sale I tried to do as much research as I could (obviously), his Facebook reviews are 98% and he goes Live at least once or twice a week. I contacted 2 people in the UK who had used him for their imports, both had positive feedback. His explanation and talk through of the import process was thorough, answering any query no matter how stupid it was. It felt as soon as the money was sent, communication dropped off. I asked for shipping updates every 2 weeks or so, not wanting to pester him, he never had any updates. I wasn't informed the car had been dropped off at the port, I only found out by his Facebook story. I asked for the photos taken at the port, knowing he would need some for insurance purposes. I received a few 5 second clips and that's it. When asked again, he said his staff had them. Weeks later I asked again, he tells me he doesn't have any, but does have 50 photos from the original advert. I never received them. I eventually got the documents sent via WhatsApp after I mentioned the port was requesting them. I purchased a CarVX report, to find out the vehicle is a Grade R with recorded accident damage, first recorded in 2017 when it was first auctioned. He never told me the grade, then again I didn't ask. His response was "Grade R means nothing, it wasn't chassis damage". Still, I would have liked to have been informed about it. Jon prides himself on being open and honest when it comes to inspecting cars, it's his main job doing so at the auctions for customers. When the vehicle arrived in the UK I noticed a few little cosmetic issues. It's a 21 year old car so it wasn't going to be mint condition. The side skirts are cracked on each corner and the sealant is failing. The front grill on the bonnet/hood isn't secured very well, mounting studs are missing. Both minor things, but again, it would have been nice to be told. During a Facebook Live walk around video of the vehicle, he mentioned it has a front Whiteline anti roll bar/sway bar. While on the inspection ramp, I noticed the stock item has been installed. When first questioned, his response was "the ARB? Switched? Since when, it never had them". Since sending video and photo evidence I've not received a response. I'm probably being over critical of the overall condition of an old car, but all I wanted was honesty (which he claims to have). I'm aware I wasn't his only customer, he's busy doing XYZ but other reviews praise him for great communication with regular updates and photos, I felt I didn't receive the same treatment. 
    • I was able to get some underside photos while the car was on the ramp The suspension is all Altezza/IS200/IS300 so getting part's will hopefully be less of a headache
    • Welcome to my 2004 Toyota Mark ii IR-V Fortuna (series 2) With a 1JZ-GTE powerplant under the bonnet (hood) it'll give me plenty of scope for power upgrades. For those who aren't familiar with imports, the 1JZ-GTE is a 2.5L 6 cylinder VVTi engine with a single turbocharger. This has the factory R154 5 speed gearbox, along with a aftermarket 2 way LSD differential (brand unknown). Under the arches are a set of CST Zero 1 alloys, 18x9 +30 225/40 up front and 18x9.5 +15 265/35 on the rear. The car was quite low in Japan and there's evidence of the wheels catching the rolled arches/fenders. The tyre's aren't great so I'm in two minds whether to replace both or just the tyres and put up with the wider wheels on the rear. The car still uses stock brakes with the addition of some braided hoses. The exterior is stock with the exception of a BN Sports front bumper and a replacement Fortuna grill  Moving to the interior, the steering wheel has been replaced with a dished MOMO steering wheel (which will get swapped for my Momo Tuner for the time being) Defi Link Gauges are mounted above the climate controls and on the A pillar, the Oil Temp,Oil Pressure,Water Temp and Boost gauges should help with spirited and track driving  The stock seats have been replaced with some retrimmed Recaro bucket seats. Being a larger build these are a little snug, unfortunately the orange isn't for me so I'll look into replacing these down the line. Other modifications include a twin plate clutch, Blitz intercooler, Evolve alloy radiator, a stainless exhaust with decat, HKS EVC-S boost controller and coil overs
    • Apologies for the long read My R34 GTT was up for sale at the beginning of spring due to a few repairs creeping up. The strut tops needed replacing, roof and bonnet (hood) painting (yay for 3 stage pearl) and the underside stripped and treated. I sold the car which allowed me to be in a much better place financially. Leading up to the sale I was already thinking about the replacement. In an ideal world it needed to be a good all-rounder. Something I can mess around with, modify, do track days, do the school run, go on long drives etc.  Options included but not limited to... Laurel C35, Evo 8/9, Civic FD2, Impreza Hawkeye, Aristo and even an Audi S4 Avant (I've already got the Mazda 6 wagon). But there was always one car at the top of the list The Toyota Mark ii JZX110 I found an advert on a Facebook group for an example in Japan, from a seller called Jon at Rising Sun Exports. A few messages back and forth and Jon calls me from Yokohama one morning (or afternoon in his case). He briefly explained the import process, the costs involved and a repeat of the advert. After much deliberation, the price was agreed and the sale was locked in. I've never imported a vehicle so I jumped into the unknown head first. The money transfer was completed through wise.com (fees apply), very easy to use and the money was with him within a day or two.  The car suspension was raised for the vessel and the car dropped off at the port. It was 7 weeks later when the bill of lading was received and the freight invoice sent to me, followed by the export certificate a couple of days after (both digital copies) In the mean time the port had been in contact. I needed an agent to deal with the NOVA (notification of vehicle arrival) along with the tax/duty invoice, this was £75.00. The port also had a fee of £100, I'm guessing to cover the cost of the 10 day 'free storage' and for moving the car off the boat etc. They need a copy of the vehicle invoice, freight invoice and export certificate to allow the vehicle to pass through customs. The vessel arrived on Tuesday 5th August, the tax/duty invoice was generated and sent over. This is generally tax 20% and duty 10% of the vehicle value. Although the invoice came in at a higher amount than I had calculated. Once HMRC had received the payment the vehicle could be released from customs. I thought once the tax/duty was paid you could collect at any point, that's not the case. Your agent will need to book a collection slot, I requested Thursday 7th which was accepted, with a 9:00am slot allocated. It was a 5:00am start from Norfolk heading to Southampton. We eventually found the compound, upon presenting the bill of lading and some ID they released the car (they drove it out of the compound to the front ready for us to load up). The email from the port stated each slot had a 10 minute window, which seemed abit farfetched but the staff said it's not a strict rule. We were there for approx. 30-40 mins in total. A week prior to collecting I contacted my garage and explained the situation, I was able to get an inspection slot that afternoon. For the registration, DVLA require the car to be insured, for this I used a company called Adrian Flux who can insure the vehicle using the VIN number. 
    • Hey guys, looking for these side skirts if anyone can help me out. 
×
×
  • Create New...