Welcome back to the series of build entries of the RB S13. It’s been a while, sorry for that… 🙂
Now next on the list was the -more or less- assembly of the engine to have it ready for a first mock-up fit in the chassis.
On it went the head, all cleaned and flatened.
I had to reinstall the stock camshafts and align them properly for the belt to be mounted. I used a strengthend cam belt, since the engine is planned to run higher RPM and that for longer periods than usual. So it is never a bad idea to spend some money on engine safety features as this example.
This is what it looked with the fancy cam covers on it an the nice manifold (incl. injectors etc.) installed. It already looked like serious business, although not being able to run one second… hehe
Since the RB cylinder heads tend to literally drown themselfs at high RPMs, I wanted to prepare everything to link to an oil catch tank. That’s why on both cam covers there’s only one bent outlet flange for the oil spill. These came off an RB20DE. The remaining hole (stock re-tubing into intake manifold) needed to be blocked off later on.
To cope with the enhanced performance and abuse on track, the block received a performance clutch kit together with a nice and light aluminium flywheel. The latter boosts engine response and crispness at higher RPMs… which is a good thing! 🙂
To keep things cool, especially in tight conditions, I prepared a big alu radiator together with two performance fans, which later will be wired to temperature switches.
As RB engines produce a lot of heat, I also wanted to install a rather good sized 19-row oil cooler. The positioning of this thing is crucial, but more on that later. In order to properly hook up all the additional oil hoses and gauge sensors, you best get one of those oil filter relocation kits.
It combines a lot of features and simplyfies your setup. Additionally, you don’t have to get under the car and receive an oil shower, each time you change the black blood. Easy and comfy, the filter can be changed with one move from aside the car.
As the project progressed, I started to think about the exhaust setup I was to run on this engine. The turbo RBs really love to breathe so I wanted to go at least 3.5″ all the way back. Unfortunately, some race tracks enforce restrictive noise regulations, so I had to have something „flexible“.
This 3.5″ muffler with a built-in electronic flapper allows the engine to get from mild to wild, at my fingertips!
Don’t make your car faster without upgrading the brakes (sounds like your Mama…). In my case I opted for the more or less plug&play Z32 alu calipers and discs in the rear…
and the massive R32 GT-R calipers and disc for the front. The discs are approx. 30mm thick, which is quite rich. To be prepared for a shifted braking bias, I hooked myself up with an Z32 master cylinder to compromise.
Stay tuned for part 6!
Welcome back to the series of build entries of the RB S13. It’s been a while, sorry for that… 🙂
Now next on the list was the -more or less- assembly of the engine to have it ready for a first mock-up fit in the chassis.
On it went the head, all cleaned and flatened.
I had to reinstall the stock camshafts and align them properly for the belt to be mounted. I used a strengthend cam belt, since the engine is planned to run higher RPM and that for longer periods than usual. So it is never a bad idea to spend some money on engine safety features as this example.
This is what it looked with the fancy cam covers on it an the nice manifold (incl. injectors etc.) installed. It already looked like serious business, although not being able to run one second… hehe
Since the RB cylinder heads tend to literally drown themselfs at high RPMs, I wanted to prepare everything to link to an oil catch tank. That’s why on both cam covers there’s only one bent outlet flange for the oil spill. These came off an RB20DE. The remaining hole (stock re-tubing into intake manifold) needed to be blocked off later on.
To cope with the enhanced performance and abuse on track, the block received a performance clutch kit together with a nice and light aluminium flywheel. The latter boosts engine response and crispness at higher RPMs… which is a good thing! 🙂
To keep things cool, especially in tight conditions, I prepared a big alu radiator together with two performance fans, which later will be wired to temperature switches.
As RB engines produce a lot of heat, I also wanted to install a rather good sized 19-row oil cooler. The positioning of this thing is crucial, but more on that later. In order to properly hook up all the additional oil hoses and gauge sensors, you best get one of those oil filter relocation kits.
It combines a lot of features and simplyfies your setup. Additionally, you don’t have to get under the car and receive an oil shower, each time you change the black blood. Easy and comfy, the filter can be changed with one move from aside the car.
As the project progressed, I started to think about the exhaust setup I was to run on this engine. The turbo RBs really love to breathe so I wanted to go at least 3.5″ all the way back. Unfortunately, some race tracks enforce restrictive noise regulations, so I had to have something „flexible“.
This 3.5″ muffler with a built-in electronic flapper allows the engine to get from mild to wild, at my fingertips!
Don’t make your car faster without upgrading the brakes (sounds like your Mama…). In my case I opted for the more or less plug&play Z32 alu calipers and discs in the rear…
and the massive R32 GT-R calipers and disc for the front. The discs are approx. 30mm thick, which is quite rich. To be prepared for a shifted braking bias, I hooked myself up with an Z32 master cylinder to compromise.
Stay tuned for part 6!