Who has over 400rwhp and what's your spec list?

[rbsileighty]

I'm from the RB forum as you my be able to tell by my username. Since 400rwhp RB20's are far less common than 400rwhp SR's... I wanted to know what your spec lists look like.

People can argue all day long about which motor is better... but when it comes down to it the main adv of a RB would be durability due to less vibrations (Inline 6 is naturally balanced)... but in the case of a RB20 vs an SR... well considering none of us leave our engines stock... it will only come out to who has deeper pockets as to who's faster because at the end of the day we both still have almost the same mass flow rate (head flow characteristics come in here... and obviously the stroke/bore motors will flow more).

So in order to try and bridge the gap... I thought I'd tap the priceless SR resources we have on this forum for what makes 400rwhp in your motors. No offense to those who think they know, but I'd really like to hear from owners/builders of these cars and not people who think they know what makes these power levels.

[Luke]

I don't want to make the NICO people angry, but I don't see many 400+ hp people post here regularly. The advanced section on the freshalloy.com forums usually has a lot of good topics about high hp SRs. They talk more about the bigger and higher $$ turbos there. Lots of good info there.

[rbsileighty]

Cool... thanks for the tip.

[240dreams]

Very true. There is lots of good tech info there. Im starting to browse on FA Advanced more than Nico.

[nismojason]

the main adv of a RB would be durability due to less vibrations (Inline 6 is naturally balanced)...

Could you explain this please?

[RMiller]

I think the rb's advantage is that the power is distributed among 6 cylinders rather than 4. Also the stroke is way shorter. I'm not saying one is better than the other, just saying what the rb has going for it.

[Onizuka]

weight vs power vs torque vs cost vs ease of installation vs stock stoutness vs ease of modification vs uniqueness vs personal prefrence vs whatever....

[dfw240_EE]

Could you explain this please?

For some reason buried deep in the science and engineering of engines (I am an Electrical Engineering student, not mechanical, but of course we do go deep into oscillations), whenever you have 6 cylinders in a row, some of the forces involved cancel each other out near-perfectly. The result is a huge reduction in vibration as the engine makes its steady series of booms. This applies to any engine with 6 cylinders in a row (including V12's)

This is why inline-6's are used in many luxury cars, like the BMW 3-series, the Lexus IS/GS, and the V12's used in Jaguar/BMW/Mercedes, and even Toyota (JDM car I have heard about, think it is called the Toyota Century, has a 5.0L V12)

[Altiman94]

that is interesting. Do you have anything I can up about it?

[dfw240_EE]

You know, I keep hearing that there is something special about the configuration but I never could find a scientific article about it.

This is the closest I can come up with.http://www.e31.net/engines_e.html

[pampadori]

its in the firing order. they cyl's going down on the power stroke have a counter part symetrically down the engine doing the opposite stroke. something like that.Shaun

[pampadori]

oh yeah, cams, intake mani, k3t turbo, exhaust mani, ur pulley, 72# inj., ecu tune, good fmic and 3 inch exhaust.Shaun

[s13sr20chris]

this is true. a four cyl has two up and two down(pistons) at tdc. this is balanced but causes a wierd condition similar to the motion of the pedals of an excersize bike.a six cyl has a firing order like that of two 3cy cranks and so it has and even firing order AND balance.a four cyl has one piston firing every 180 degrees. the crankshaft configuration(flat plane) allows cyls one and four to balance cyls two and three. this is good.an inline six allows cyls one and six to balance three and four at tdc with two and five at midstroke. this eliminates the cyclic stuff i mentioned above.