RB30-ZED

1050kgf equals 2314.8 lb force. Thats a clamping force not a break away touque in foot pounds or Newton meters. 1050kgf = 10500N or 2314.8lbs

Hi Phillip Wow, your the bravest man i know of. Your doing a fantastic job there. Good luck. Steven

Im using a R180 3.7 Viscous LSD from a JDM all wheel drive Bluebird sedan.

Here is my RB30DE http://www.classiczcars.com/photopost/showphoto.php?photo=6809&sort=1&cat=500&page=3 http://www.classiczcars.com/photopost/showphoto.php?photo=2536&sort=1&cat=500&page=3 http://www.classiczcars.com/photopost/showphoto.php?photo=242&sort=1&cat=500&page=4

Im sure you will find your engine has flat tops in it. The Naps manifold is a good unit, just cut off the Throttle body flange and fit a 65mm Ford unit or Holden throttle body.

Here is a pic of a 240Z with a R33 skyline rear end http://www.classiczcars.com/photopost/showphoto.php?photo=7374&sort=2&cat=500&page=1 and one of the rear end on the floor, it has to be narrowed to fit. http://www.classiczcars.com/photopost/showphoto.php?photo=7373&sort=2&size=medium&cat=500&page=1 Steven

Food for thought! http://hybridz.org/nuke/index.php?name=PNphpBB2&file=viewtopic&t=36999 Steven

It didnt cost me much at all. I picked up the new block and crank for next to nothing (long story). The complete top end was off a RB25DE which i got for $400AU or about $300US. The guy i bought the head off through the RB25 pistons in for free. The engine managment was $1000AU($700US) Lots of people ask me when im going to turbo it, the answer is never. ITs got so much bottom end grunt it will pull 4th from a 1000rpm. I had a guy with a 230kw(308HP) amazed as the zed out ran him out of each corner and on to the straight each lap. The flexability of the engine is its strong point. Steven

Thought this might be of interest. The two pics are G-Tec screen shots, the first one is a horse power comparison and the second is a 1/4 mile run. The RB30DE is a naturaly asperated engine with 10.5:1 comp RB30 block and RB25NA head with standard cams Kalmaker engine managment. The RB25DET is a standard R33 Skyline turbo. Note: G-Tec shows a lower HP than dynos as it taked all drive losses and aero losses in to account. The RB25DET is good for 180kw(241HP) at the flywheel and the RB30DE a bit more. Pic 1 http://www.classiczcars.com/photopost/showphoto.php?photo=12388&size=big&sort=1&cat=500=1 Pic2 http://www.classiczcars.com/photopost/showphoto.php?photo=9312&size=big&sort=1&cat=500 Steven

I read posts all over the net were people say to get rid of the Variable Valve Timing. I can say from my own experience with my engine that VVT makes a big difference. We all know that advancing the valve timing of the inlet cam will give the engine better bottom end power, Guys in Australia will RB30E's tell you that one tooth ( about 4deg) gives it a big bottom end lift and that they don't rev the engine that hard, so they don't miss the top end , Well I can say that with my RB30DE with VVT, that ive advanced the inlet timing about 6 deg ( the VVT cam pulley has adjustment, but its behind the pulley) for great low rpm torque and then to be able to have the VVT work to retard the cam 20deg ( think its 20 crankshaft degrees, 10 cam degrees) to improve the top end is worth every bit of trouble you have to go to keep the system. My engine pulls strongly in from 1500 to 7100rpm, something that I don't think it would do as well, with out the VVT. I'd just like to add that people seem to miss the point of VVT, yes it has been used lately to meet the demands of tighter emission laws, but as guys would say, "get rid of that EFI and put a good 4 barrel on it", guys are saying the same about VVT now, because they don't see or maybe haven't worked with it to see the true picture. At low rpm the air speed through the port and valve is slower, so we try to have the valve reach its point of maximum lift at the same time the air speed reaches its maximum speed, for the best volumetric efficiency. But as rpm increases the air speed falls behind the increasing engine speed and torque drops off, but if we retard the inlet valve timing we can match the maximum valve lift point to the maximum air speed which is now later in the cycle, this will increase torque at higher rpm. So as you can see the engines torque can be increased over a much wider band (and torque times rpm equals HP) with the use of VVT, for any reasonable cam used. Steven

I run my RB30DE with Kalmaker, i think its still around $1000au. Take a look at there page, http://www.kalmaker.com.au Steven

Ive fitted a R180 VLSD to my car, the outer case is the same as the other units, but you do need to get the shafts that came with the unit as the left hand one has a extra splined section to engage the viscous unit, the right hand stub is the same as the non LSD units. I machined down the inner CV"s (as that is all I had) and made flanges out of them to bolt my drive shafts to. Im sure its the same deal with the R200 units. Steven

The S15 Silvia has a 6 speed box, and with most of the Nissan boxes you can fit the L series bell housing to the new box with a small amount of work. Unfortunately the S15 6 speed is not to reliable. Nice ratios though. Steven

Sounds like insufficient rebound dampening ? Steven.

In the Kalmaker/Delco system you can calculate the engines VE by using the O2 sensors correction table, or long term fuel trim table. You use this information to make corrections to the VE table. Once the VE table is correct you can set the Air Fuel ratio tables to run any ratio you like and it will be correct. This normally is set to work in the 20KPA to 80KPA absolute manifold pressure range (14.7:1), but can be set to run the whole range just for tunning. A big advantage of the Kalmaker system is that even though its from OZ you guys in the States can use local GM sensors, wiring looms and computers. Take a look. WWW.kalmaker.com.au Steven