Turboing a R30

[blind_elk]

Guys and Gals,

Need a spot of advice. I have a R30 hatchback, with the L24E and 5sp trans. I also have a L20ET (with RB20DET turbo) that was driven by a Wolf 3D.

I was going to drop the L20ET into the R30, and run it off the Wolf. But, as the saying goes, "cubic inches count", so I had the idea to simply transfer the manifolds from the L20 onto the L24. But I was told it would never work, because the L24 was never designed to be turboed - it would simply ping its brains out.

But I reckon with a Wolf running it, any tendency to ping could be programmed out. And the other advantage is the higher C/R of the L24E (8.5 vs the L20's 7.5)

So, should I use the L20ET as is, or turbo the L24E?

TIA.

[66 skyline gt]

If compression is an issue with the turbo side of things ( pinging its brain) maybe a decompression plate betwen the head and block might be able to bring the compression ratio down so that you could turbo the l24. Is the l20et head compatible with the l24 block? most L series nissan stuff is interchangable maybe you could do a head to block swap?

[V8skylineMAN]

it will work...a lot of people have done it....

66 skyline gt...changing the l20 head onto the l24 block will RAISE compression...making the problem worse...

at most i think get a metal head gasket made that is slightly thicker than stock....this will drop comp ratio if need be...

but at 4-6 psi i doubt it would be a problem anyway

[blind_elk]

But 8.5 is not a lot of compression - The Gibson GT-Rs ran 9.2 and 1.8 bar (with aftermarket ECU of course).

The other problem I have, of course, is the 270,000 ks on the clock.

Do you reckon the Wolf can dial any detonation out? Maybe just need to suck it and see?

[V8skylineMAN]

yeah thats what im sayin,,, just bolt the gear onto the l24...changing the head will work against you.....

[hrd-hr30]

are you sure the L24E is only 8.5:1? They have factory flat top pistons with valve reliefs cut into them. I could go downstairs and measure up the combustion chambers and deck height etc to calculate the CR, but that ain't going to happen tonight.

I'm pretty much planning on doing the same thing - I have a HR30 L20ET which I'm currently painting, and have an L24E sitting under the bench. Just an educated guess from looking at it, I though the CR would be too high (over 9:1) and was thinking I'd have to look at some piston options. I probably will take that route anyway with a 2mm overbore to open up my options for pistons.

[Adam_RSX]

How is the car coming along Harry?

And have you done anything to the 1200?

[V8skylineMAN]

R30 L24e has a compression ratio of 8.9:1. Which is fine if you are just going to bolt the L20 gear onto the L24e head.

If you want to build an engine to run higher than stock boost levels.....tell me what heads you have and what blocks cranks and rods you have.....

i can tell you what to match with what to build a good eninge out of the parts you have, that will handle high boost levels.

Heads

E31

E88

N33

N42

N47

P50

P79

P81

P90

P99

[blind_elk]

are you sure the L24E is only 8.5:1?

According to the factory workshop manual, they are 8.5:1

[V8skylineMAN]

According to the factory workshop manual, they are 8.5:1

the figure i gave may have been C210 L24, my mistake. :oops:

[hrd-hr30]

I think you'll find the injected L24E from the R30 had higher CR than the earlier carb versions, but I'll have a look and take some measurements later.

How is the car coming along Harry?

And have you done anything to the 1200?

hey Adam, it should be painted this weekend. Not a show car job, but good enough for a hillclimb/sprint/road rally car. I've finally got around to doing it! Going with the red over black RS style paintjob.

The 1200 is sitting there patiently waiting for an engine. I have a complete turbo setup for the old A series engines, so that's what it will get eventually. I have to find a gearbox that will hold up to the power first - aiming for at least 200bhp at the flywheel to match what i had last year with the loaned Stewart Wilkins L18. That was an awesome engine! Craig is getting my old L series for his 1200, but he doesn't seem particularaly interested at the moment. His car has been sitting at my place for longer than I care to remember, and has even started talking about selling the car. I'm not worried about using my 1200 this year, I want to have a play with the HR30 instead. It will probably be another couple of months before its on the road - finally!

[machg]

Blind Elk,

I can run my L20ET on 91 octane with no problems with pinging, so I reckon an L24E on 98 octane (impossible to get from the pump in Tassie) running standard boost with nice rich fueling from the wolf should be O.K. I reckon you'll tear your hair out swapping manifolds though.....an absolute **** of a job.

machg

[rsx84]

from what i 've been told you can bolt on the turbo gear to the L24e and run 6-8 psi no problems, then through in 98 RON fuel and the wolf with a good fmic and tuning you could get away with a few extra psi..

[Ghostrider]

Maybe a bit late but the info you need is:

Pre 83 L24E's had 8.5:1 comp, but all late model L24E's that's 84/5 had 8.9:1 comp.

If you want to push big boost into an L24E the best option would be a P90 head from a 280ZX. One of these will cost you about $450.00 and give a comp ratio of about 7.7-7.8:1 with the L24E bottom end.

I am in the process of doing exactly the same thing as your thinking, putting my PNV turbo bits on a late model 8.9:1 L24E motor and with the tiny turbo off the L20E and the stock boost (under 8 psi) I can't see a problem.

[V-Spec]

get a big fmic

thattl hold the pings down abit

alos get that wolf working

[discopotato03]

Most eventually discover that high boost pressures and low compression ratios are the worst combination . Modern turbos are more about good gas flow and transient response than the old dogs .

The best way to do it is to throw as much capacity as is economically feasable (L28) and use a more friendly compression ratio ie 8.5 - 9 to 1 . Then add a decent modern turbocharger ie GT30R and forget about stratospheric boost levels . At 9 to 1 CR and 10 lbs of boost the torque should be quite impressive . Provided you used a turbine housing with a good balance of boost threshold vs turbine inlet pressure part throttle torque/fuel consumption/throttle responce should be good .

SK is saying in another part of this site that boost pressure is merely resistance to flow meaning that removing the restrictions gives more performance for the same boost pressure .

It is easy to forget that in the search for high boost we often create our own detonation dramas requiring drastic octane/fueling/intercooling requirments .