RB30 S13

[big_mac]

Hi guys, firstly thanks for taking time to read this, its copied from the SXOC so applogies in advance for some of the posts not reading as they should or making much sense.

also appologies for the size of some of the pictures.

Well where do i start? I suppose i should give some background to myself and the car.

I joined in 2004 after buying a car off a user on here, unfortunetly i got stung and within weeks i was in the process of rebuilding the engine, This is where my slippery slope began.

a few months later and a few k worse off the engine was rebuilt and i was back on cloud 9. After a month or 2 of running in it was time to get some powaz into the engine and get a chance to actualy enjoy the car id spent so much on.

this is how she looked at the time:


unfortunetly within months she looked like this:



a car pulled out infront of me and i just couldnt stop in time

not to worry tho, within weeks a new shell had been sourced in bournemouth and was winging its way to glasgow. The shell was a mint "m" reg shell (one of the last s13 ones made if my reckonings correct) and i got it for a bargain price.
unfortunetly at the same time as getting the new shell i also found myself in the possession of a credit card, so with the new card in one hand and Brens phone number in the other i went on a bit of a spending mission. The new shell was treated to a new intercooler, carbon bonnet and carbon tailgate. This was quickly followed by Tross's old turbo setup (a monster hks3037s top mount manifold and external wastegate) this lot were also accompanied by Phil Morrisons old meisters and some jun arches

[big_mac]

The car was mapped with the new setup and made 346bhp at the wheels at around 1.6bar of boost, the thing was immense i was finally getting the enjoyment out the car that i had wanted for over 2 years.

the car ran for the next 6 months like this,






it frightened a few grannies into an early grave with the screamer pipe, it also put the frighteners up some other drivers who thought of it as just an old green datsun. :sxoc:
when the tax was up i put her away for the winter and planned to do a we bit here and there just to tidy up the engine bay and get under her with some POR15 and clean up the floors before any rust took hold.
The Engine was pulled out to allow me to clean up the engine bay,


It was at this point that a friend and fellow sx'er calum (prozac) mentioned the words "just look at that engine bay, Ill bet an RB would look great in there"

This is the moment that started me on the 2nd slippery slope...

[big_mac]

So with the idea of an RB in my head i went looking on the internet for the details about whats involved in the swap, I wanted something different to the normal RB25 conversions and even the odd RB26, i eventually found an RB30 engine on driftworks which had been supplied originally by RIPS in NZ.

[big_mac]

[quote=Nashio966;4771122]epic wheels mate!!! [/quote]

[quote=Ricey;4771133]lovin that:smitten::smitten:

more pics:nod:[/quote]

as requested

[big_mac]

[quote=samcourtney86;4771800]Yep you can just tell this cars gonna be awesome already! What exactly is the rb30 engine? Wheres it from? Always wondered![/quote]

[quote=Ricey;4771856]isnt it a 3 litre N/A from the australian market , you use the rb30 bottom end and rb25 head.[/quote]

from Wikipedia:

RB30
Four models of 3.0 L RB30 were produced:

RB30S - carburetted single-cam
RB30E - fuel-injected single-cam (114 kW @ 5200 rpm, 247 N·m (25.2 kgf·m) @ 3600 rpm)
RB30E R31 Skyline - fuel-injected single-cam (117 kW @ 5200 rpm, 252 N·m (25.2 kgf·m) @ 3600 rpm)
RB30ET VL Commodore - fuel-injected single-cam turbo (150 kW @ 5600 rpm, 296 N·m @ 3200 rpm)
This motor was produced because the Holden 202 (3.3 L) powering the Holden Commodore could no longer satisfy emissions requirements, and with all new cars required to run on unleaded petrol by 1986, a quick replacement was needed. Nissan Motor Co. sold the RB30E to Holden for the VL Commodore. The RB30E in the VL suffered from cylinder head cracking due to the radiator being fitted lower in the engine bay, causing air locks in the cylinder head. This was not as severe in R31 Skyline as the radiator is mounted higher. The engine proved to be very reliable apart from this issue. The RB30S was found in some Middle Eastern R31 Skylines and in some Nissan Patrols. The RB30E was found in R31 Skylines and VL Commodores in Australia as well as in South African R31 Skylines (with 126 kW @ 5000 rpm and 260 Nm @ 3500 rpm)

The turbocharged RB30ET (producing 150 kW) was found only in the VL Commodore (available in all Calais) and consisted of a lower compression RB30E bottom end, more powerful oil pump, T3 Garrett turbocharger, 250 cc injectors and a different intake manifold. The motor itself is still popular today (albeit in highly modified form) on the Australian Drag Racing circuit.

Nissan Special Vehicles Division Australia produced two limited models of R31 Skylines, the GTS1 and GTS2. These contained slightly more powerful RB30E engines, containing lumpier cams and better flowing exhausts.

GTS1 RB30E - injected single-cam (130 kW @ 5500 rpm, 255 Nm (26.0 kgf·m) @ 3500 rpm) - special cam profile, special exhaust[6]
GTS2 RB30E - injected single-cam (140 kW @ 5600 rpm, 270 N·m (27.5 kgf·m) @ 4400 rpm) - special cam profile, special exhaust, piggy back computer, valve porting

RB30DE
These rare engines were used in the Tommy Kaira M30 based on the R31 Skyline GTS-R. A modified RB20DE head was bolted on to the RB30E block. It delivered 177 kW (240 PS) @ 7000 rpm and 294 N·m (30.0 kgf·m) @ 4800 rpm.


RB30DET

RB30DET - R31 RB30E block, R32 RB25DE head.Nissan did not produce this engine, but it refers to a turbocharged engine featuring an RB30E block with a twin-cam head conversion. Common hybrid in Australasia (referred to as the RB25/30 or RB26/30) using a RB30E bottom end mated to a RB25DE,RB25DET or RB26DETT cylinder head and turbo (RB20DE and DET heads are not used as the bores are different in size; RB30 86.0 mm RB20 78.0 mm). The RB25DE cylinder head from the A31 Cefiro or C33 Laurel can be used, and fits perfectly on (although better valve springs are required to prevent valve float when running any more than stock boost). The RB25DET (from the R33 Skyline or C34 Laurel or Stagea) head is also used, however an external oil feed must be fabricated for the variable cam timing on the RB25DET, and the galleries at the front of the engine do not line up. The variable cam timing may be disconnected altogether.

The fitment of a twin cam head from any of these engines onto a standard compression RB30E bottom end gives an ideal compression ratio for a mild to moderately modified street turbo engine, making the conversion popular amongst those who would otherwise convert their RB30E to a high compression RB30ET using original ET bolt on externals.

Although it has a larger displacement than the RB26DETT, maximum possible horsepower is less, as the RB30 block lacks the RB26 block's internal cast-in bracing, and consequently cannot rev as high due to harmonic issues at ~7500 rpm. To compensate, the RB30DET produces more torque at lower revs. However in recent times this has been over come with the use of nitrated cranks and solid lifters, the engine can be tuned up to 11,000 rpm. Power of the RB30det in this form can far exceed that of an RB26dett, however this engine is not well suited in a 4wd system and as such is usually only found in rwd cars. Power figures using stock parts are 340 kW and 700 Nm. In the strengthened higher rev form this figure is usually around 800 kW and 1250 Nm depending on the tune.

There is also an 'RB30DETT' kit manufactured by OS Giken of Japan, which bolts an extension on top of the RB26 engine block, and fits liners, to give an 86 mm bore x 86 mm stroke. It is available as an assembled short block, containing billet chrome-molybdenum crank, billet chrome-molybdenum H-beam connecting rods, forged pistons, and costs ¥1,500,000.[8]

In recent times, Rotorua Import Pro Shop (RIPS), a tuning garage located in Rotorua, New Zealand has emerged as one of the foremost tuners using the RB30DET engines. They have found that the stock bottom end RB30DET can easily withstand in excess of 600hp reliably with many of their engines equipped in cars running the 1/4 mile race in the 10 second range.

Their main development engine makes well over 1000hp and has been using the stock crank without experiencing any failures.

[big_mac]

[quote=smudge;1320082]looks savage

what are the specs on the wheels[/quote]

18 x 10 +3 with 235/40/18 Front
18 x 12" -5 with 265/35/18 Rear

[big_mac]

So with the engine now residing in glasgow it was time to give it the once over, The combustion chamber was measured at around 56cc and after a few sums were done it was decided that the compression ratio would be too high.

some searching was done on the internet for the best options open to me and within a few weeks the parts were ordered. I decided to go with a set of custom JE pistons, they had been used in my CA and i was very happy with them so it was a pretty easy choice, they also allowed me to drop the compression from around 9:1 down to 7:1 to allow me to run some decent boost without any worries.

A standard piston had to be sent to JE in america as they had never seen or made a set of pistons for the '30, this was done and around 4/5 weeks later they showed up





the next thing we looked at were the rods, the standard rods are by all accounts capable of 600+ hp and we were going to stick with these until i saw the price of a set of rods, the exchange rate was in my favour and the already low price allowed me to pick up a set of "spool" conrods for around 350quid delivered from NZ

i was a bit weary of them as id never heard of them, but good reports from the users of the skyline australia forums convinced me enough to take a punt. Within a few days of the order being placed they were sitting on my desk.



the specs from the spool website are:
Weight 630 grams - Std OEM rods weigh 702 grams
Small End Pin Size - 21mm
High tensile 4340 forged steel
2 Piece forging
Hardness of HRC33-38
Doweled cap for precision alignment
X-RAY & Sonic tested
Quenching and heat treated
Shot peened
100% Magnafluxed
ARP2000 bolts/studs
Silicon bronze bushing
Weight Matched Sets + - 1 gram
Sizing + - 0.0001"

[big_mac]

The engine was bare when it arrived, and i needed things like a loom, altenator, power steering pump aswell as silly things like timing belt covers etc.
i had a look on ebay and the skyline owners forums for the required bits but the prices of stuff was a bit crazy and would be very expensive and time consuming to gather together so i took a trip to my local jap breakers and got a bit of a bargain.






it was a nearly complete 1995 "m" spec 2 r33 gts-t it was missing the inlet manifold but all the rest was there and all for the amazing price of 850 quid delivered to my shed

the slightly worrying thing about it was that the airbags hadnt went off, despite the massive amount of damage to the front end.




and wrapped up nice and safe

[big_mac]

so with the skyline now delivered it was time to get on with the job of stripping it, the engine was pulled along with the gearbox, prop diff and driveshafts. The tailgate was sold to mick for one of his cars and the brakes were pulled off to go on calums car along with the skyline master cylinder.

a friend of mine had managed to throw a rod on his RB and in the process had taken out the block and some of the valves so my now spare rb became a donor for his destroyed one. The head on his was remarkably undamaged and so i removed the rb25DE head from my new RB30 and gave him the valves to rebuild his head.

this then allowed me to fit the RB25DET head to my shiney RB30 bottom end and also gave me the chance to run VVT on the '30.

the heads are however slightly different, the RB30 block does not have an oil feed to the head on the inlet side of the block, this causes issues as the Oil gallery in the head runs into a water gallery in the block.

so the head was sent to Blane Precision Engineering :Plug: to get the neccessary work done to rectify the issues. It was at this point that we took more of an interest in the block, it had to be sent to Blanes to be bored for the new pistons and seeing as it was there we asked them to look into the possibility of fitting pison oil squirters to help cool the JE's.

[big_mac]

Whilst the engine was away i bought myself a few more goodies for it

New clutch





its a OS Giken R4C quad plate clutch
"This clutch is for Drag Racing and other High Horse Power applications and is the most durable clutch available from the drivetrain kings, OS Giken. Equipped with 4 215mm clutch discs and a 10700N/m pressure plate the clutch is capable of covering the highest horsepower applications.
This clutch uses the floating hub design which makes the clutch cheaper to rebuild, we offer rebuild parts as well for this clutch if you need them. This is the newest style clutch that features the gold-anodized billet aluminum clutch cover."

The addition of the oil squirts gave me a worry about how the oil pressure would be affected, so i also bought one of these




the blurb:
"a Brand NEW High Flow Oil Pump designed specifically for the RB series Nissan Engines by the 'Engine Specialists', Tomei. The Tomei uprated Oil pump is the perfect replacement for the `achilles heel` of the RB engines, the OEM unit is notoriously known to starve tuned RB engines of oil at high RPM`s.
In addition to the larger gearing for higher pressure, the oil pressure adjuster can still be accessed without removing the sump. The possibility of crank wobble has also been minimalized with the highly durable triple structured gear. At 6000rpm, the Tomei Oil Pump flows 57L VS 47L from the OEM unit. *Upgrading the Oil Pan is also recommended with this item"

[big_mac]

so with the engine away at Blanes for machining i turned my attention to the shell.

with the Meisters being 12" wide it caused a whole world of pain for the rear arches, it was time to fix it and so the angle grinder came out.


the flaps were then trimmed and welded (i dont have pics unfortunetly) then the welds seam sealed and covered in some POR15 then on top of that a nice thick coat of hammerite. (pics to follow)

this provided enough room for the wheels and would be covered by some chargespeed overfenders so they didnt have to be neat.

Now having had a bump in my previous S13 and seeing how easily it folded at just 30mph i decided to get myself a cage. I opted originally for a 6 point Cusco number from SRB, but when it arrived i had a look at it and decided that despite it offering some protection from crashes it wouldnt really stiffen the car as much as id hoped (after all the rb30 is known for its monsterous torque) so after some deliberation i sold it on to a fellow SXOC member.

I have a friend who is quite involved in motorsport and works for a Racing team doing the Legend car series, after a chat with him the car was stripped in preparation for the new cage.




the car was then transported down to "Custom Cages" to get a full MSA spec weld in cage picking up the suspension points and with a few additional bars over and above the MSA spec cage.













additional door bars for added rigidity



A double diagonal in the roof was asked for rather than the usual single diagonal as i intend to fit a carbon roof at some point and remove the sunroof

[big_mac]

door cards trimmed to suit the new roll cage

and with the door shut


finally painted (badly i hasten to add)



So with the added power of the new engine i thought it was time to upgrade the brakes. I umm'd and err'd over what to go for, the K-Sport stuff was an option but having spoke to a few folk who had some bad experiences with the stuff i decided to go for AP parts because they were tried and tested and i knew 100% what i was getting with them.
Bren happened to be clearing out some old stock and so i jumped at the chance and bought an s14 355mm 6 pot brake kit.


a comparison between standard S13 (257mm), Standard S14 (280mm) and the new AP kit (355mm)


unfortunetly however there was no chance the bells supplied with the kit (standard S14) would work with the Meisters and so it was back to the drawing board a bit.
A quick call to my motorsport friend again and i was back full of confidence again, i gave him one bottom arm, hub, coilover and one side of the brake kit.
A few weeks later the new bells were made, they fitted the car and only just cleared the wheels.

you can see the difference in old (blue) and new (ali) bell here:




with the disks set further back the calipers also needed spaced back and so some new spacers were made up to allow the brackets Bren supplied with the kit to work with the new position of the disks.





and fitted



Unfortunetly however it wasnt all plain sailing, the brakes fitted but on full lock in either direction it was making a grinding noise. It took a while to track down but eventually i found out where the noise was coming from.





so out came the angle grinder and the sanding disk to "clearance" the bottom arms. :smash:



Plenty clearance now



and with the meister on :nod:
Although it looks like plenty of clearance i actually had to grind the back of the calipers as it was hitting the wheel weights on the leading and tailing edges, was a bit nervwracking taking a flap disc to my brand new calipers

[big_mac]

New Turbo Time!!!!!!

With the engine now being 3L and with the 2 extra pulses from the engine over the old CA i was able to look for some large turbo's that would really make the most of the engine. I liked the large turbo on the CA as i could have some fun when desired and could still cruise on the motorway at 80mph and be off boost (great for fuel economy) and was happy to have the same again.

A nice very low mileage GT42R came up for sale for a bargain price, It had been on a 2.5L subaru impreza and was spooling by about 3.5k and on full by about 4k so this seemed an ideal choice as my engine was larger and would no doubt spool earlier, this paticular turbo is rated for 850hp

as mentioned, it was a bargain, i went to pick it up from hypertek in bonnybridge, it came complete with oil and water feeds which was a brucie bonus and also had its outlet modified so it could take a hose clip rather than the funky flanged arrangement (ive no idea its proper name)

Spot the spark plug


Comparison to a piston


or 5L of White spirit

[big_mac]

[quote=Ricey;4801342]HOLYYYY s***!

dude your mental,

can i just say , i was under the asumption that the 2.5 boxer engine spools turbos quicker cause of the flat 4 and unequal manifolds?

im not dowtin you but i really cant see that hitting full boost by 4k:no:

and your a brave man sanding them calipers. i would have been crying [/quote]

Sorry i should add that the subaru it was running on had a modified exhaust manifold, it was equal length. (it was a suprise to me but it lost its usual subaru rumble)





It also had an awesome exhaust on it, 4.5 inch downpipe into 2 3" pipes and a 2" pipe







it really was a work of art.

[quote=jod;4801523]Sh*t the bed dude!

your s13 is fooken awesome!
you'll have to take me a run in it when it done [/quote]

yeah no problem bud :thumbs:

[big_mac]

The Engine:

The first task with the new engine was to strip it down and have a look at it, RIPS had done a great job on the block itself, there were oil restrictors fitted as standard and all new core plugs.



The first job was to see what compression ratio we had to work with, depending on the head used it can vary add to that the possibility that the head had been previously skimmed it was a simple and worthwhile task.

The sparkplug was removed and the piston put at TDC, the bore was then filled with WD40 until it reached the spark plug hole, this was then removed and measured, the calculations then produced the compression ratio which was worked out to be 9.0:1 or thereabouts. This compression ratio as previously mentioned was too high for my liking and so the new pistons were designed to reduce this to around 7.0:1 (possibly 6.9:1ish due to the thicker headgasket)

One of the other major differences with the RB30 block is that being a NA engine originally it doesnt have any oil squirters, i had planned to get round this by ceramic coating the pistons but this was quoted at £100+VAT a piston so i had to look at other options.

I settled on fitting oil squirts, i had 2 old CA engines which gave up their squirts and they looked to be perfect for the job, they are ever so slightly shorter in length than the standard RB ones but nothing a wee bit of work wouldnt fix. So with this in mind the block was sent away to Blanes to be machined for both the pistons and the squirts.

Unfortunetly however it was not all plain sailing, the RB30 block doesnt have the required thickness of metal to allow the fitment of the standard nissan type squirters as they use a banjo style bolt which also secures the squirter into the block, the thickness of metal between the oil gallery and the base of the bore was such that it couldnt be reliably held in place. (see below)



The solution was to use a different type of squirter, after a bit of searching we came across these type,

They use a push fit into the oil gallery but are secured elsewhere with a grub screw, this was ideal

This is how the block came back, you can clearly see the area that has been machined for the new squirts

[big_mac]

So with the block now ready to be built up it was time to sort out what was going in there. The Crank, Rods, Pistons, Front Pulley and Clutch assembly were all Lightened, Balanced and Matched to make sure at high revs the engine didnt destroy itself, the lightening will help it to rev more freely aswell which is a bonus.











For those of you that dont know it is lightened and balanced in much the same way it is from the factory, material is removed from the crank by means of drilling.



You may have also noticed the toothed wheel fitted to the crank pulley, this id for the Omex that is being fitted to help keep everthing working as it should.

The bottom end was now ready to be put together, the Spool rods came fitted with ARP bolts/nuts, a set of ACL Race bearings were installed and a set of ARP head studs were fitted to try and keep the head on aswell as a 1.8mm MHG.





]



:edit: Appologies for the Mahsooooove size of the last few pics.

[big_mac]

i managed to pull the shell out and get some pics of the car with the kit on it.
these are 50mm chargespeed rears with 50mm jun overfenders, the fronts are 25mm chargespeeds with a similar 50mm jun overfender.

sorry in advance for the size of these.













It badly needs lowered, and the insides of the arches trimmed but i cant do that till the engine etc is in and i can see what the weight does to it, if anybody fancies playing about with the colours on photochop that would be much appreciated, im thinking of keeping it the green thats on the doors but also fancied seeing it matt black and a kinda matt gunmetal like the M3 has

[big_mac]

Well its time for an update:

The last real post id made was telling you all about the work done on the bottom end showing all the balancing work etc, Well as you all know a good block is useless without a decent head to put on it.

You may remember that the engine was supplied to me as a complete (although bare) engine, at that time it was running a head from a N/A RB25DE. This was the head of choice for R.I.P.S in New Zealand who originally built the engine, its an obvious choice because its the easiest head to use when converting the "30" from the single cam engine found in the patrols and commodore's because all the oil and water gallerys line up with the block.

however as some of you may know im a right pain in the arse at times and always like to do things my own way, so i decided id set about changing the head, I already had an RB25DET head from the engine that came out the accident damaged R33 id bought as a donor car. Id decided to use this one as it allowed me to run the VCT that the Det engine benefits from.

The DET head is however not a straight fit, The oil feed to the VCT actually runs into a water gallery in the block and an external supply needs to be run to allow it to work as it should.

So with the plans now afoot the two heads and the two head gaskets were sent to Blanes :Plug: to have the work carried out. I asked them to weld up the VCT oil feed, Tripple cut the valve seats, re-seat the valves, open up the ports and just generally give it an inspection and an overhaul. As expected the quality of their workmanship is 2nd to none (for those of you that dont know the owner used to work for rolls royce doing their engine work, his attention to detail and his skill really reflects the "old skool" attention to detail that made the RR brand as upstanding as it was)

some pics:

Standard Exhaust port (note the bump lower right, the roughness in the port walls and the valve stems protruding into the port)


Now compare this with the head sent back from Blanes:

The "bump" to the lower right has been reduced as much as we dare, some people have managed to remove this completley whereas others have tried to do this and ended up in an oil gallery, this is obviously just differences in the castings but i didnt fancy having to reweld or rebuy a head so i opted to be safe.


this pic shows the smoothing out of the port walls and also the aforementioned attention to detail by Blanes on removing the valve stem that protrudes into the port, this is often overlooked and by doing this is increasing and smoothing the flow through the port albeit by a small amount, but every little helps.

last pic to demonstrate just how far the stems protrude, this is the inlet side:


Whilst the valvetrain was apart Blanes inspected and compared the DE and DET parts to basically build the best head we could using the parts available, There is still a doubt over whether the standard '25 cams will work with the '30 bottom end as the rod/stroke ratio could be all worng, There is no real way of knowing without sucking it and seeing and having spoken to Kent cams this is the option were going for, we will need to see how it performs and if need be do some reprofiling to see if it unlocks more ponies.

The common conception is that the DE head has weaker valve springs over the DET, this is understandable but infact it was found that the DE springs were stronger and longer than that of the DET and so they were swapped to decrease the chance of valve float and perhaps help it rev harder without runing the risk of damage. The only real modification required was to slightly machine the collets and the seats to prevent coil bind in the springs but other than that they were a straight fit :thumbs:

This is how the combustion chamber looked after all the hard work, it has been cleaned up and the squish areas have recieved some attention:


Next post is the modifications required to make the above bundle of lovlieness to fit :wack:

stay tuned folks

[big_mac]

[quote=lorenzos13;1320349]nice work on your car,
the result gone be crazy!!!
where did you find the fender flares?[/quote]

[quote=f.y.e;1320384]thats not a car mate, thats a monster well done[/quote]

[quote=kevy-s13;1320415]Hoooooooly f**k! Amazing dude![/quote]

[quote=J.c;1320452]lookin good man looks like its gona be abit of a monster when its done, the scooby headers are a work of art ![/quote]

[quote=jakobsen;1320514]OMG thats one very bad looking S13 RB30 ! Great work on engine and body work, love the giant wide wheels you have chosen for the car, they just fit spot on looking forward for som more updates. Anders Denmark[/quote]

[quote=WANDERS;1320568]damn, you got all the right parts there! wheels coilovers en s*** of power!


WIN WIN WIN!!

please dont mess up the car with a monser dragon mega turbo bodykit![/quote]

[quote=ash1987;1342117]very very tasty mate, will look immense when its finished[/quote]

[quote=..::Wolffs::..;1342126]damn that's right it's a f***' monster :dw:[/quote]

Thanks very much guys, means alot considering just how many other awesome projecs are to be found on here :worthy:

[quote=chrisdrb25;1345064]thats an awsome car mate its going to be an anti christ with mountains of torque

just wondering how u getting it to fit in with it being a taller block?[/quote]

the engine is in, its mounted as low as it can go without interfering with the steering rack, the bonnet closes with it only just touching the lip at the back of the cam cover, nothing a small bit of sanding/trimming wont fix

the problem however is the sump has now got 2.75" of ground clearance so ill need to fabricate some kind of sump guard

[quote=ducatichick;1345180]Good read :thumbs: and nice build. Bet your credit card company loves you :wack:

I want your wheels [/quote]

thankfully 99% of what you see has been paid off in full, before the world ran out of money i used to have a pretty decently paid job with loads of disposable income, times have got alot harder now tho so the final push is really taking some time

[quote=glenthurston;1345956]That thing looks savage. What colour is it going to be?[/quote]

im not 100%, i had originally thought of satin black, then a kind of bumetal grey but then settled on the metalic green it was originally.

however i have seen some lovelly colours of late so ill have go dust of photoshop and see if i can learn how to use it

[quote=Stavros;1345208]Good stuff. 7:1 means 2bar+ safely on pump fuel all day long, be mad to run anything less with such low comp. TBH 2.5bar on pump fuel would be safe.

And you know what that means, more power than torque![/quote]

yeah the car will easilly run 2bar so we should easily see 6-700+ but as i said, i dunno if my balls are big enough to run it like that, i guess ill decide that when i find out how much grip it has.

[quote=rx7ali;1346260]Wo... serious power from this puppy when it's running!

Makes me wish i had a decent area to work in so I could to an EPIC engine buid :wack:[/quote]

unfortunetly ive borrowed the use of the engine room it was built in, my own rented space is an absolute tip.


however, nota big update by any means, more a quick pic or two showing recent progress, i shall update it with a more comprehensive write up soon

the turbo has been mounted, with suprising ease and should allow us to get the 5" exhaust system in without too many hasstles
Bear in mind this is a GT42R in the bottom mount position of the standard turbo, running a standard cast manifold.

[badbob2121]

wow....very impressive

[NismoS13Ks]

very nice car! i wish i could buy a skyline

[stk240atx044]

That white hatch looked like my moms after she wrecked hers. RIP

[laxands13]

wow thats sick. one of very few rb30's ive seen. what country are you in?

[ashibah83]

i loe the way the car looks with the over fenders, then the bubble flares.......just one thing....NEEDS MOAR TIRE!!!! other than that this is AWESOME!!!