Jump to content
SAU Community

R33Det & R34 Gtt Crankshaft And Engine Block

zoom

By zoom,
in Engines & Forced Induction

 Share

Recommended Posts

HR32GTS 4DOOR Community Regular

HR32GTS 4DOOR

Posted
Posted

Not sure about the crank but I would assume they are. The block may be different depending if it is a series 2 or 1 r33 block since the 33 S1 didn't have vct the oil galley will be different to the 34 head

Simon-S14 Grand Master

Simon-S14

Posted
Posted

Not sure about the crank but I would assume they are. The block may be different depending if it is a series 2 or 1 r33 block since the 33 S1 didn't have vct the oil galley will be different to the 34 head

All Rb25's have vct

discopotato03 Grand Master

discopotato03

Posted
Posted

The way to find out would be to compare a standard piston with your CP ones . I think the chamber sizes are different R33 R34 DET heads so you would need to buy R34GTt specific pistons to get the static CR right .

Should always measure anyway , cheers A .

zoom Community Regular

zoom

Posted
  • Author
Posted

all parts are for r33det, only the block and crankshaft is from r34. The CP piston used is SC7305 (which has 9:1CR 86.5mm). The compression height for for the 9:1CR and 8.5:1CR is the same.

"CP Pistons said that the valve reliefs are the same for both the 8.5 and 9.0 pistons. They say they design the pistons to accept high lift and +1.0mm oversized valves."

If the above is true, than r34 block or crankshaft is different to r33. Has anyone done this before (ie using r34 block/crankshaft and everything else are to suit r33)?

Will measure the stock piston.

I know for sure that r34 and r33 pistons are different (different in compression height.

JustinP Mentor

JustinP

Posted
Posted

Can you take a picture of how far it protrudes above the deck and post it on here?

all parts are for r33det, only the block and crankshaft is from r34. The CP piston used is SC7305 (which has 9:1CR 86.5mm). The compression height for for the 9:1CR and 8.5:1CR is the same.

"CP Pistons said that the valve reliefs are the same for both the 8.5 and 9.0 pistons. They say they design the pistons to accept high lift and +1.0mm oversized valves."

If the above is true, than r34 block or crankshaft is different to r33. Has anyone done this before (ie using r34 block/crankshaft and everything else are to suit r33)?

Will measure the stock piston.

I know for sure that r34 and r33 pistons are different (different in compression height.

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

    • Kinkstaah
      Mistakes were made, my R34 Story

      By Kinkstaah · Posted

      God damnit. The only option I actually have in the software is the one that is screenshotted. I am glad that I at least got it right... for those two points. Would it actually change anything if I chose/used 80C and 120C as the two points instead? My brain wants to imagine the formula put into HPtuners would be the same equation, otherwise none of this makes sense to me, unless: 1) The formula you put into VCM Scanner/HPTuners is always linear 2) The two points/input pairs are only arbitrary to choose (as the documentation implies) IF the actual scaling of the sensor is linear. then 3) If the scaling is not linear, the two points you choose matter a great deal, because the formula will draw a line between those two points only.
    • GTSBoy
      Mistakes were made, my R34 Story

      By GTSBoy · Posted

      Nah, that is hella wrong. If I do a simple linear between 150°C (0.407v) and 50°C (2.98v) I get the formula Temperature = -38.8651*voltage + 165.8181 It is perfectly correct at 50 and 150, but it is as much as 20° out in the region of 110°C, because the actual data is significantly non-linear there. It is no more than 4° out down at the lowest temperatures, but is is seriously shit almost everywhere. I cannot believe that the instruction is to do a 2 point linear fit. I would say the method I used previously would have to be better.
    • GTSBoy
      DeAgostini 1/8 scale BNR32 Nissan Skyline GT-R Nismo

      By GTSBoy · Posted

      That's hilariously putrid!
    • GTSBoy
      R33 Fuel Pump & Brakes after alarm swap

      By GTSBoy · Posted

      When I said "wiring diagram", I meant the car's wiring diagram. You need to understand how and when 12V appears on certain wires/terminals, when 0V is allowed to appear on certain wires/terminals (which is the difference between supply side switching, and earth side switching), for the way that the car is supposed to work without the immobiliser. Then you start looking for those voltages in the appropriate places at the appropriate times (ie, relay terminals, ECU terminals, fuel pump terminals, at different ignition switch positions, and at times such as "immediately after switching to ON" and "say, 5-10s after switching to ON". You will find that you are not getting what you need when and where you need it, and because you understand what you need and when, from working through the wiring diagram, you can then likely work out why you're not getting it. And that will lead you to the mess that has been made of the associated wires around the immobiliser. But seriously, there is no way that we will be able to find or lead you to the fault from here. You will have to do it at the car, because it will be something f**ked up, and there are a near infinite number of ways for it to be f**ked up. The wiring diagram will give you wire colours and pin numbers and so you can do continuity testing and voltage/time probing and start to work out what is right and what is wrong. I can only close my eyes and imagine a rat's nest of wiring under the dash. You can actually see and touch it.
    • Kinkstaah
      Mistakes were made, my R34 Story

      By Kinkstaah · Posted

      So I found this: https://www.efihardware.com/temperature-sensor-voltage-calculator I didn't know what the pullup resistor is. So I thought if I used my table of known values I could estimate it by putting a value into the pullup resistor, and this should line up with the voltages I had measured. Eventually I got this table out of it by using 210ohms as the pullup resistor. 180C 0.232V - Predicted 175C 0.254V - Predicted 170C 0.278V - Predicted 165C 0.305V - Predicted 160C 0.336V - Predicted 155C 0.369V - Predicted 150C 0.407V - Predicted 145C 0.448V - Predicted 140C 0.494V - Predicted 135C 0.545V - Predicted 130C 0.603V - Predicted 125C 0.668V - Predicted 120C 0.740V - Predicted 115C 0.817V - Predicted 110C 0.914V - Predicted 105C 1.023V - Predicted 100C 1.15V 90C 1.42V - Predicted 85C 1.59V 80C 1.74V 75C 1.94V 70C 2.10V 65C 2.33V 60C 2.56V 58C 2.68V 57C 2.70V 56C 2.74V 55C 2.78V 54C 2.80V 50C 2.98V 49C 3.06V 47C 3.18V 45C 3.23V 43C 3.36V 40C 3.51V 37C 3.67V 35C 3.75V 30C 4.00V As before, the formula in HPTuners is here: https://www.hptuners.com/documentation/files/VCM-Scanner/Content/vcm_scanner/defining_a_transform.htm?Highlight=defining a transform Specifically: In my case I used 50C and 150C, given the sensor is supposedly for that. Input 1 = 2.98V Output 1 = 50C Input 2 = 0.407V Output 2 = 150C (0.407-2.98) / (150-50) -2.573/100 = -0.02573 2.98/-0.02573 + 47.045 = 50 So the corresponding formula should be: (Input / -0.02573) + 47.045 = Output.   If someone can confirm my math it'd be great. Supposedly you can pick any two pairs of the data to make this formula.
×
×
  • Create New...