Jump to content
SAU Community

Recommended Posts

your in the forced induction section so i'm wondering did you mean RB30DET? or RB30e both will fit the same but just wondered :dry:

should fit in to a ceffy no dramas. retain your ceffy engine x-member and use the brackets and mounts from your RB20. I noticed before though that RB30 brackets sit the motor back about 5-10mm compared to standard rb20 brackets. will fit either way i think.

i'v got an RB30DETT in my silvia and i used r33 x member which sits it even lower, so if you have dramas thats another option but you would need the turbo r33 x member and matching brackets with custom mounts 40mm high with a stud straight through or just rb30/rb20 mounts... (they are also 40mm but tend to break under the torque (depending what power you push out) since the studs are simply bonded either side of the mount...)

Edited by GT-RZ
  • 2 weeks later...
Rb 30e wont come close to clearing the bonnet, as the sohc head is heaps taller than the dohc head. I also doubt you could get it engineered, as the rb30e is a 86-87 motor, what year is the cefiro?

I did this conversion in my car and it was a piece of piss and fitted easily.

The whole engine bolts in easily, but i changed the intake (incl injectors etc) and ran the rb20e intake with injectors on the stock computer. It didnt run particularly lean and still ran perfectly when i pulled it out to replace it with a head with an extra cam and big turbo.

Better still, it looks completely stock and flew through warrants.

Ive got some more details in the cefiro thread on my car

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

    • Could be. Could also be that they sit around broken more. To be fair, you almost never see one driving around. I see more R chassis GTRs than the Renault ones.
    • Yeah. Nah. This is why I said My bold for my double emphasis. We're not talking about cars tuned to the edge of det here. We're talking about normal cars. Flame propagation speed and the amount of energy required to ignite the fuel are not significant factors when running at 1500-4000 rpm, and medium to light loads, like nearly every car on the road (except twin cab utes which are driven at 6k and 100% load all the time). There is no shortage of ignition energy available in any petrol engine. If there was, we'd all be in deep shit. The calorific value, on a volume basis, is significantly different, between 98 and 91, and that turns up immediately in consumption numbers. You can see the signal easily if you control for the other variables well enough, and/or collect enough stats. As to not seeing any benefit - we had a couple of EF and EL Falcons in the company fleet back in the late 90s and early 2000s. The EEC IV ECU in those things was particularly good at adding in timing as soon as knock headroom improved, which typically came from putting in some 95 or 98. The responsiveness and power improved noticeably, and the fuel consumption dropped considerably, just from going to 95. Less delta from there to 98 - almost not noticeable, compared to the big differences seen between 91 and 95. Way back in the day, when supermarkets first started selling fuel from their own stations, I did thousands of km in FNQ in a small Toyota. I can't remember if it was a Starlet or an early Yaris. Anyway - the supermarket servos were bringing in cheap fuel from Indonesia, and the other servos were still using locally refined gear. The fuel consumption was typically at least 5%, often as much as 8% worse on the Indo shit, presumably because they had a lot more oxygenated component in the brew, and were probably barely meeting the octane spec. Around the same time or maybe a bit later (like 25 years ago), I could tell the difference between Shell 98 and BP 98, and typically preferred to only use Shell then because the Skyline ran so much better on it. Years later I found the realtionship between them had swapped, as a consequence of yet more refinery closures. So I've only used BP 98 since. Although, I must say that I could not fault the odd tank of United 98 that I've run. It's probably the same stuff. It is also very important to remember that these findings are often dependent on region. With most of the refineries in Oz now dead, there's less variability in local stuff, and he majority of our fuels are not even refined here any more anyway. It probably depends more on which SE Asian refinery is currently cheapest to operate.
    • You don't have an R34 service manual for the body do you? Have found plenty for the engine and drivetrain but nothing else
    • If they can dyno them, get them dyno'd, make sure they're not leaking, and if they look okay on the dyno and are performing relatively well, put them in the car.   If they're leaking oil etc, and you feel so inclined, open them up yourself and see what you can do to fix it. The main thing you're trying to do is replace the parts that perish, like seals. You're not attempting to change the valving. You might even be able to find somewhere that has the Tein parts/rebuild kit if you dig hard.
    • Can you also make sure the invoices on the box (And none exist in the boxes) are below our import duty limits... I jest, there's nothing I need to actually purchase and order in. (Unless you can find me a rear diff carrier, brand new, for stupidly cheap, that is for a Toyota Landcruiser, HZJ105R GXL, 2000 year model...)  
×
×
  • Create New...