kiwi303

http://www.trademe.co.nz/Browse/Listing.aspx?id=247127218

150 for the sump? thats a lot more expensive then the block it's going on I got my RD28 for $10 for the compete engine, add a RB20DE head for $25 and I'm having fun trying to match the two up

What model of RD28 vehicle did it come from? The diesel patrol? the RD28 I have from a diesel RD28 Laurel has a forward sump with the bulk of the bulge under cyls 2 and 3.

Thanks for that guys, The reason I am asking is the MadDat site has Commodore and mazda brake kits for datsuns, 274mm or 280mm vented and slotted front brakes with S4 RX7 calipers... Being Aussie the dollar is closer than the USD at the moment, and with the CER (closer economic relations) treaty, importing from Aussie is exempt duty, while importing Modern motorsports, ground control, techno toy tuning, etc, systems would attract 12.5% duty on automotive parts. Plus shipping from the wst island is cheaper than across the pacific

Some RB20's had squirters, some didn't, depending on the models and the cars they came in... IE RB20DE base model skylines had squirters IIRC, but RB20DE Laurel notors did not. No RB20e had squirters, but RB20DETs did.

I've seen posts about using modified 510 struts for the S130, and a few other posts along lines of sharing 510/S130 parts, and pics of the rear trailing arms look similar. But just how much do the two models actually share? I'm wondering how much of the Datsun 1600 (510 in Aussie/NZ) stuff on this site http://www.maddat.com.au/1600.php might be useful in the S130

merry xmas all

It does sound SOO dirty doesn't it? never mind me, I'm just off to look down the gutters for my mind

I actually got a carbide set, far more brittle than tool steel sets, but they also hold their edge and cut the same far longer than a steel set cutting steel.

NICS was an early problematical 12 intake runner system from the plenum to the head with 2 throttle shafts, ECCS is a more robust and more powerful 6 runner system. The secondary runners had a butterfly in them that opened when the primary ones were at capacity. A later version is on the QR25 and later RB NEO engines IIRC, but the early RB20 systems were not very successful and were soon dropped for the ECCS.

Just a bunch of anecdotes from Aussie and Kiwi Commodore and Skyline guys talking shop.

looks like Hybridz should have valium available all this anxious waiting with baited breath to see pics must be so wearing on the participants

on related news, I saw a MG Midget in Richmond today while on a trip around the block... (approx 300 km to go around my block the joys of country life

R160 subies are found in either sedate little granny tuned base model subies, or sharing the power with a front diff, so not as much power to deal with as a RWD car has to when putting the same or more power through half the number of driven wheels. If you want a straight bolt up, get a R180 LSD and hope it doesn't break, or beter yet, do as NZDer says and put in a R200

Happy birthday Little Miss What Z is your daddy giving you today?

LinkECU RB20DET plug n play unit.

Do a search, VL RB mounts apparently can be used to fit the RB into a Z, can't recall offhand whether S30 or S130 Z

he can open existing threads in this kits subforum, there are lots of pics of imsa g-noses around in here, if he didn't find any pics like that after quickly skimming 10 threads for the pictorial content, not even reading, just skimming past the pics, I would be very surprised.

As far as material goes, what is the quoted tensile strength of cast ductile/nodular iron as opposed to forged steel? As far as I am aware, hot rolled billet bar as used for crankshafts is essesentially the same as the cast nodular iron, both being very similar chemically to the 4340 tool steel spec with manganese added. In fact some billet cranks are simply 4140 tool steel. Sure a cast crank is less resilient than forged or billet, but when breaking stress is approx 600 for cast and 900 for forged (specs ex various adverts for cast and forged cranks) does it really make any difference in a 450Hp motor? That still has a 150Hp buffer between the HP goal and the breaking point...

http://www.headgasket.com/gaskets.html could be worth a try, Solid copper and the archives PDF dated 2004 has datsun L20, L24 L28 listed. Anyone used them? STANDARD MATERIAL THICKNESS .022,.032,.040,.043,.054,.063,.070, .086, .093, and .125 inches

British Leyland mechanical nightmares... BL was to MG as GM is to Chev, the parent company at the time, and British Leyland cars of the 70's are mechanical monstrosities with a perchant for spitting the dummy. Fun cars when they go tho If you want an MG and you can find one, get an MGB over the midget, a bit easier to work on, and if you want power, easy to slot a Buick 215/Rover V8 or a Buick 300 under the bonnet to make a faux MGB-GT

given your location says "Houston Texas", You. As to strength, you mention 8 pounds of soda to 40 gallons, thats .2 of a pound per gallon, hmm... about 100gms per gallon -ish given the caustic drain cleaner I've used hear said 15gms/a tablespoon per litre, that's still stronger than the caustic cleaners I have used. If you aren't in houston and are in the countryside using a household septic system, that much and that strong a solution has probably killed all the bugs in the septics and you'll likely need to lift the mushroom and pour some acid down to neutralise it, then follow that a few days later with a rotting possum or shovel load of decomposing roadkill to re-start the bacteria in the septics.

Well, just for yucks and "Because I CAN" I'm playing around with the RB20DE head I have and the RD28 block. I've read on here that the RB20DE head flows comparable to the L28 head, having 2 smaller valves each on intake and exhaust to the L28's large single valves but coming to similar flow rates. This should mean a RB28 hybrid should manage reasonable if not masterful performance. Looking further into things since this thread was started, it looks like the thick faced diesel pistons can be milled down 1 to 2 mm so rather than finishing flat against the face of the former diesel head and protruding through the former head gasket, they can be set to whatever depth is needed to fit the compression ratio desired. It's something to keep me occupied in the evenings

Alright, this has me curious, I notice that on one side, the counterweights are whole, whereas on the other, the counterweights between cylinders are scalloped and the end masses are notched... Why is this? is it because the end masses are so much thicker and more massier despite their taper to a narrower edge than the more even interior counterweights?

for the buick 215, I suggest asking on v8forum.co.uk since the Buick 215 was soon dropped in the US, while the Rover V8 is still being made today in low numbers but was used in lots of rover and Landrover vehicles over the years.