Ezzie

I think ARP supplies Tomei with their studs. Also, Quentin - why won't the RB25 pump work? You do realize that all of the RB26 pumps are dual stage since all the R32 GT-R's had Hicas.

The later R32 engines came with a crank that had a wider oil pump drive too. Nissan FAST gives the build date break but if buying a motor already out of the car, you likely won't have the original VIN# to check it.

Quentin, I am after a JUN or Nismo pump as well - if you go this route and find a good deal, let me know and I'll order one as well. Bob

Who actually makes the Nismo pump? Is it Jun, Tomei or someone else??

Sounds like you guys are getting close!! Soon the birdies will be chirping and the grass getting green. Hope to see these cars out at an OZC track day this year.

The 240SX LSD is a "viscous" type or VLSD. The 280ZX uses a "long-nose" R200 and the 240SX uses a "short-nose" R200. Depending on which R200 you have in the 280ZX, you may not be able to use anything. If you have the later 12mm bolt carrier (that was used on laeter 300ZX Z31's) you could use the viscous carrier and convert your 280ZX diff to a VLSD. Not the most desireable LSD but it is good for general street use.

Well the FSM for the R200 LSD in the '87 Z31 Turbo indicates around 110 ft-lbs. for the ring gear bolts. I don't have the manual handy but the carrier to housing bolts are a bit less than that - somewhere around 70 - 85 lbs. if memory serves me right. This is for the 12mm. bolts so I don't know whether the 10mm. bolts are the same. The FSM also says to locktite the ring gear to the carrier and the ring gear bolts with red or threadlocker. When tightening the ring gear bolts down, do it in stages odf 70/90/110 in a criss-cross fashion to reduce any chance of warping.

You can order Exedy Daikin clutch kits through Summit Racing. They don't list the Nissan ones on their web site but if you email Customer Service with the P/N they will give you a price. I ordered one for my SR20DET through them and it only took about 2 weeks to get. Very competitive pricing too I might add. Seems the US warehouse is stocking some of this stuff now due to increasing demand.

Did some further research on Nissan FAST with this and the following are the R&P's that seem to have been used in the JDM market on S13's & S14's Nissan P/N Ratio Used on 38100-02M60 3.917 (47/12) SR20DET Auto 38100-03M60 4.083 (49/12) SR20DET Manual 38100-04M60 4.364 (48/11) CA18DET Don't know where I got that other ratio info from, may have been a boo-boo - can't validate it on FAST.

Not quite but very close. Gear ratios 1st - 4th are all the same but 5th is different. The KA24 tranny is a .759:1 and the SR20DET trans is .838:1. Apparently the diffs were slightly different ratios as well, the short nose R200 used in the 240SX for North America (S13 & S14, both open and viscous LSD's) all used a 4.083 final drive, the Sylvia & 180SX in Japan was a 3.692 final drive ratio.

Doug, The axle is held into the inner (fixed) Birfield CV joint by a snap ring. All you need to do is slide the boot back out of the way and give the back side of the joint a good wack with a brass hammer or some type of slide hammer and they pop right off. Here's a pic of what it looks like all disassembled. http://www.the510realm.com/PNphpBB2-download-id-1331.html

Just a suggestion, you should try posting this question over on the ZtechZ forum - it deals with ECU's and mapping for a wide range of Nissan applications. There are a few mapping gurus that hang out over there and have done some interesting things with Nissan maps. http://www.tangentrix.com/forums/index.php

Finally got this one figured out - thought I'd share it with you in case anybody else ever tries to do this. I needed to change the 3.7 R&P out to a 4.11 for my application (SR20DET motor). The diff is the R200 clutch type LSD from the 1987 Z31 turbo (12mm. ring gear bolts) with the Birfield type CV axles (4 bolt companion flanges). I ordered the R&P set from Nissan - P/N 38100-16S01. This R&P is an OEM gear set used on the later 200SX Turbo (from 4/86) or V6 cars. The pinion gear is noticeably smaller than the 3.7 pinion so the first problem I encountered was the pinion height needed to be raised. I found I had to use the thickest shim I could get from Nissan - 3.63mm P/N 38154-P6036. It is about .24mm. thicker than what was in the diff. with the 3.7 gears. This gave me a fairly decent strike pattern on the ring gear. When I reassembled the carrier with the shims originally in the diff, the backlash was HUGE - the ring gear needs to move closer to the pinion by about 8mm. or so. This got me quite concerned because the stubs of the CV axles snap into a spring clip in the side gears. The side gears are identical on either side of these carriers. If you move the carrier this far, things will no longer line up and the axles won't fit. After doing some measurement, I noticed that the fixed CV stubs are different in length, again about the same 8mm. The passenger one is longer than the driver's side. It just so happens that the carrier is shimmed with a thick 8mm. spacer on the passenger side and a couple of smaller 2.2 - 2.4 mm. thin spacers to adjust backlash. The solution was to move the thick spacer from the passenger side over to the driver's side of the carrier and then shim to get the proper backlash (.005 - .007"). Then I removed the fixed CV joints off their respective axles and swapped them around. Test fit everything and it is perfect.

I went all through the JDM Nissan FAST database I have and couldn't find it. There is a pic of it on the shortblock illustration but I haven't found the P/N yet. Maybe it is the same as the RB20 used in the Skylines??

Did you say you wanted to convert to 5 lug at the same time??? The '87 - '89 turbo stub axles are 5 bolt and identical in every other way to the 4 bolt stubs used in the earlier 4 bolt Z31's.

The oil pan is used on the Japanese Z31 with RB20T engine. Nissan P/N 11110-20P00. Any local Nissan dealer should be able to order this for you from Japan. It'll take 2-3 weeks to get it though.

Nissan FAST for the R32 shows two different part#'s for the crank in the RB26DETT. 12200-05U01 from cars built between 08/89 - 02/93 12200-05U02 for cars built from 02/93 on The R33 RB26DETT shows the 12200-05U02 as well from 01/95 to 02/97. Thes also have a supercede to the 12200-05U03 crank which is the part# of the crank in the R34 GT-R From this I think we can assume the oil pump mod is the difference between the xxx01 and xxx02 cranks. So if you know the build date of the chassis the engine came from, you can plug it into FAST and find the mfg. date.

I don't really have experience with exporting directly out of Japan, but the freight cost is a killer if by air (just like from AU). I had a custom Whiteline bar made up last year for my SR20DET 510 swap and it was $150 for the bar and $110 for shipping by TNT (plus brokerage!!). I'm going to Japan for a couple of weeks end of April and will be developing some contacts for the export of parts from Japan to Canada. My initial take on it is that auto performance parts in Japan are more expensive than they are in the US so items from the Japanese aftermarket suppliers (HKS, Greddy, JIC, etc.) seem to be pretty expensive for us compared to US manufactured goods.

I didn't think it was possible to remap an R33 ECU. I asked this question on the ZtechZ forum a few times and one of the guru's over there said that the rom for the maps is integrated with the microcontroller and therefore can't be accessed or preprogrammed. They all recommend switching to the R32 ECU which is easily reprogrammed for any R33 work. I think this is a far less expensive approach than using the Power FC. They are still kind of pricey in North America.

What's wrong with using the stock R32 ECU? It can easily be remapped since it has a seperate PROM. Check out the following forums for more information on how to do this. http://www.tangentrix.com/forums/index.php?sid=ad3c7f9869b7e719dbd254aabd334e1e

Don't know offhand - this is going to take some research. Exedy-Daikin make the NISMO clutches, they have kits for the S13/14/15, 300ZX and the Skylines. Maybe one of those can be adapted?? Try contacting them with the clutch dimensions and see what they say. If you can get a P/N - you can order them through Summit.

Sorry to revive such an old thread .. but I am doing this mod and having some difficulty. I am trying to set up a new 12mm. 4:11 R&P set in a Z31 Turbo clutch type LSD. The pinion depth has to be raised quite a bit to strike the ring gear near the middle of the contact patch. I am still trying to get it high enough and had to order some more spacers from Nissan. Anybody ever done this setup and have any idea what thickness was required?? Looks like I need to be at the thickest end of the range of available shims (3.63mm.) plus a bit. Also, the carrier shims look like they will need to be swapped from side to side to get the backlash down to spec. as well. There is a 2.4mm thin shim on the ring gear side of the carrier and a 2.2 mm. and 8mm thick spacer on the pinion side of the carrier. If I take the thick 8 mm. spacer and put it over on the ring gear side to shift the ring gear closer to the pinion - how will this affect the CV shafts?? Will they no longer snap in properly? What if I swapped the fixed CV joints from side to side??

I'll just toss this in here as well. The R200 assembly procedure in the FSM says to Locktite the ring gear to the carrier as well as the bolts. Must mean to me that they don't want ANY movement there.

Nissan

These are the type of CV joints used on the 300ZX Z31 Turbo axles. I am searching for some new dust shields for the inner (diff) joint. The dust shield is the metal collar that fits over the outside of the CV joint to protect the seal in the side of the diff where the axles slide in. Nissan does not carry these. Does anyone have a source for parts for these CV joints??