Jump to content
SAU Community

Differences Between R33 And R34 Clutch Line

PM-R33
 Share

Recommended Posts

PM-R33 Grand Master

PM-R33

Posted
Posted (edited)

What exactly is the difference between a R33 GTST and R34 GTT clutch line?

I know the gearbox uses a different slave cylinder due to the push/pull clutch difference (maybe the master is different?). But with an aftermarket braided clutch line that simply is a certain length with a fitting on each end, would there be a difference?

The length of the line would have to be the same so it is simply the fittings that I need to know about. The master cylinder would most likely use the same fitting between the models so really it comes down to the slave cylinder.

Does any one know if the fittings are the same? For reference here is a picture of the braided clutch line on a R33 GTST.

post-35676-1289314013_thumb.jpg

Reason I want to know is that Hel do not make a clutch line for the GTT as they have never seen one, however I am sure the GTST one would have to fit.

Any help would be greatly appreciated.

Cheers

Phil

Edited by PM-R33
Mister25t Explorer

Mister25t

Posted
Posted

Can't imagine them using a different sized thread. I think the R34 GTT is pull-type clutch so the length would probably be different as the slave cylinder goes on the other side of the clutch fork hole.

http://justjap.com/store/images/P/30620-12U0A.jpg

PM-R33 Grand Master

PM-R33

Posted
  • Author
Posted (edited)

Hmm interesting. When you say the other side of the clutch fork hole, where exactly is that?

I looked on Just Jap's website and this is the GTST one

http://justjap.com/store/images/P/30620-21U23.jpg

So it still bolts onto the same location? Therefore the line would only be marginally different in length?

Edited by PM-R33
Mister25t Explorer

Mister25t

Posted
Posted (edited)

As far as I know the pull type slave actually pushes the fork in the other direction (from rear towards the front meaning the fork pulls the clutch to release and doesn't push). So the slave cylinder is mounted at the rear of the hole that the fork protrudes from. It uses different holes to bolt up, possibly already blanked bosses present on non pull type boxes?

Looks to me like the R34 clutch line would have to be longer. Going by the picture on Just Jap it looks like the thread is on on the rear side of that too.

Edited by Mister25t

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
 Share
Go to topic listing


  • Similar Content

  • Latest Posts

    • niZmO_Man
      R32 Nostalgia

      By niZmO_Man · Posted

      From my youth: GTi-R clutch change is a massive pain. The gearboxes are fragile? But the car is super cool and I want one 😢 
    • niZmO_Man
      New R32 owner soon

      By niZmO_Man · Posted

      Remember this is 1988 tech.
    • TurboTapin
      R32 GTST - 600KW+ RB28/CD009 Build

      By TurboTapin · Posted

      Driveline vibration is resolved. I ended up loosening all my engine mount and trans mount bolts, giving it a good shake then retightening everything and it's gone... Let's just say I was surprised that fixed it.  I've been happily driving it around again but unfortunately put zero time into my direct port/constant pressure WMI setup. I'm on vacation next week, so I'll try and finalize it then.  On a different note, I spent all week fuel/ignition mapping 2x 216L V16 engines. Turbo's were burning glycol and we swapped them out for larger units. We also had planned emissions testing on site, so I figured I'd be there the same week to use their instrumentation and massage any emissions issues out if needed. This was a first for me. Fuel management is similar in certain ways to automotive (i.e air density as load variable) but very different in others. It's all PLC based and AFR's are controlled by air and not fuel. They use a control valve between the turbo and air manifold to control pressure which in turn controls AFR's. Due to this, target AFR tables supplied by the OEM are in pressures and not mass which really through me off. They use air pressure vs fuel pressure tables. I also relied on an O2 concentration sensor the emissions team had in the exhaust. Ignition timing was also all over the place and we were losing a fair bit of power. They're now happily sitting at 16-40BTDC depending on load. We were making about 1600kw at 900rpm at 90% load. Engines were running a lot smoother as well.    
    • Duncan
      1992 R32 GT-R Race Car

      By Duncan · Posted

      heh, aint no R32 ever meeting modern targa cage rules unless the driver is veeeery short OP, good luck with the sale, since its already in the land of freedom I'm sure you will find a good buyer.
    • Duncan
      Oil pan for RB25DET NEO Stagea "version"

      By Duncan · Posted

      meh, it was a good video, clear about the issue and how he dealt with it. A bit heavy on the RTV and very brave to put an RB in anything without rebuilding it first, but otherwise I thought it was good Dose, I'm not sure that having the pickup forward is a big issue; yes of course the oil could shift under brakes but the sump should never be empty enough for that to be a problem (unless you also have a higher volume oil pump, and that oil can't return from the head to the sump quickly enough)
×
×
  • Create New...