Thread: The RB Thread

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  1. #1 The RB Thread 
    Future240's Avatar
    Future240 is offline No Wheel Drive = Infinite MPG I have no cup holder
    Join Date
    Feb 2009
    With inspiration from the SR20 and CA threads, here is an RB one. I have been studying these motors for some time now. I have a lot more to learn. Hopefully this will help you. Do not thank me for this info, thank the members of the Zilvia community, and various places around the net. If you see info that is false, or if you have more to add, please do so. I will add info as I find it.

    The RB engine is a 2.0L to 3.0L straight-6 four-stroke gasoline engine from Nissan.

    Both SOHC and DOHC versions have an aluminum head. The SOHC versions have 2 valves per cylinder and the DOHC versions have 4 valves per cylinder, all cam lobes move only one valve. All RB engines have belt driven cams and a cast iron block. All turbo models have an intercooled turbo (except the single cam RB20ET & RB30ET engines), and most have a recirculating factory blow off valve (except when fitted to Laurels and Cefiros) to reduce boost surge when the throttle is closed.

    Some sources indicate the 'RB' name stands for 'Race Bred'[1], although this is disputed. The Nissan RB Engine is derived from the 6 cylinder Nissan L20A engine which has the same bore and stroke.

    Contents [hide]
    1 Bore and stroke
    2 RB20
    3 RB24S
    4 RB25
    5 RB26DETT
    6 RB26DETT N1
    7 RB26DETT Z2
    8 RB30
    9 RB30DE
    10 RB30DET
    11 RB-X GT2
    12 Notes:
    13 See also

    Bore and stroke
    All Nissan engines follow a naming convention, identifying the engine family (in this case, RB), displacement, and features present- see the list of Nissan engines for detail.

    The stock dimensions for the RB engines;

    RB20 - 2.0 L (1998 cc, bore: 78.0 mm, stroke: 69.7 mm)
    RB24 - 2.4 L (2428 cc, bore: 86.0 mm, stroke: 69.7 mm)
    RB25 - 2.5 L (2498 cc, bore: 86.0 mm, stroke: 71.7 mm)
    RB26 - 2.6 L (2568 cc, bore: 86.0 mm, stroke: 73.7 mm)
    RB30 - 3.0 L (2982 cc, bore: 86.0 mm, stroke: 85.0 mm)
    "D" indicates a double overhead cam as opposed to a single overhead cam
    "E" indicates the engine is electronically fuel-injected as opposed to carbureted
    "T" indicates the engine has a factory installed turbocharger
    "TT" indicates the engine has a factory twin turbocharger


    RB20E engine in an R31 Nissan Skyline

    There were a variety of 2.0 L RB20 engines produced:

    RB20E - single-cam (85 to 96 kW (115 to 130 ps) @ 5600 rpm, 167 to 181 Nm (17 to 18,5 kgfm) @ 4400 rpm)
    RB20ET - single-cam turbocharged (107 kW (145 PS) @ 6000 rpm, 206 Nm (21.0 kgfm) @ 3200 rpm)
    RB20DE - twin-cam (110 to 114 kW (150 to 155 PS) @ 6400 rpm, 181 to 186 Nm (18.5 to 19 kgfm) @ 5600 (and later with a NEO-Head 4400 rpm)
    RB20DET - twin-cam turbocharged (158 kW (215 PS) @ 6400 rpm, 265 Nm (27.0 kgfm) @ 3200 rpm)
    RB20P - single-cam (94 PS @5600 rpm and 142 Nm @2400 rpm)
    RB20DET-R - twin-cam turbocharged (210 ps @6400 rpm and 245 Nm @4800 rpm
    The first RB20E/ET/DE/DET engines were fitted to the R31 Skyline. The early twin cam engines are generally referred to as 'Red Top' engines because they have red cam covers. The early twin cam engines featured the NICS (Nissan Induction Control System) injection system, while the single cam engines always used ECCS (Electronically Concentrated Control System). Later 'Red Top' twin cam engines used in the R31 series Skylines from late 1987 onward use the ECCS system and a different intake manifold arrangement. The RB20E was also fitted to some Holden Commodores (the VL Commodore) sold in New Zealand, and also to the A31 Cefiro. The Z31 200ZR was fitted with an intercooled NICS type RB20DET.

    RB20ET engine in an R31 Passage Wagon

    Laurels, R32 Skyline and Cefiros used the second (1988-1993) series RB20E/DE/DET. This had an improved head design, and used the ECCS injection system. These later motors are known as 'Silver Top' engines.

    The RB20DET-R was used in the Nissan Skyline 2000GTS-R (HR31). It is limited to 800 units.

    The RB20P is the autogas LPG (Liquified petroleum gas) version of the RB20, but with 12 valves (OHC).

    RB20DET swap into a Nissan 240SX

    This is a relatively unknown engine, as it was not produced for the Japanese domestic market. These were fitted to some left hand drive Nissan Cefiros exported from Japan new. Mechanically it is made from an RB30E head, RB25DE/DET block and RB20DE/DET crank with 34 mm height pistons. This engine used carburretors instead of the Nissan ECCS fuel injection system. It is able to rev harder than the RB25DE/DET (as it has the same stroke as the RB20DE/DET) as well as being almost the same displacement as the RB25DE/DET. A common modification is to fit a twin cam head from other RB series motors while retaining the carburreted set-up. The standard single cam form produced 141 PS @ 5000 rpm and 20.1 kgfm (197 Nm) of torque @ 10000 rpm.


    1993 RB25DET with VCT

    1998 NEO RB25DET

    The 2.5 L RB25 engine was produced in three forms:

    RB25DE - NON - TURBO twin-cam 140 kW/190 PS and 147 kW/200 PS (with VCT) @ 6000 rpm, 255 Nm (26.0 kgfm) @ 4000 rpm)
    RB25DET - twin-cam turbo (T28 Turbo) (245 to 250 hp and 319 Nm)
    NEO RB25DET - twin-cam turbo (206 kW (280 PS) @ 6400 rpm, 362 Nm (37.0 kgfm) @ 3200 rpm)
    RB25DE and DET engines produced from August 1993 also featured NVCS (Nissan Variable Cam System) for the intake cam. This gave the new RB25DE more power and torque at lower rpm than the previous model.

    In May 1998 a NEO head was fitted, which enabled the engine to be classified as a low emission vehicle engine (LEV). The non-VCT and non-turbo was fitted to the R32 Skyline, the VCT turbo and non-turbo was fitted to R33 Skylines and the WC34 Stagea. R34 Skylines also use these engines, but they are fitted with a NEO head.


    RB26DETT from an R34 GT-R.
    The RB26DETT engine is a 2.6L Inline-6 engine manufactured by Nissan, for use primarily in the 1989-2002 Nissan Skyline GT-R. The RB26DETT engine block is made from cast iron, and the cylinder head is made from aluminium. The cylinder head contains 24 valves (4 valves per cylinder), and uses a dual overhead camshaft setup. The engine also uses a parallel twin turbo system. The turbo system is arranged so that the front turbo is powered by the front 3 cylinders, and the rear turbo is powered by the rear 3 cylinders. The turbo chargers are of equal size, and are set by the wastegates to limit boost pressure to 14.7 psi, although the Skyline GT-R has a built in boost restrictor to keep boost under 10 psi.

    It is often possible to produce 600hp without modification of the engine internals (by use of larger turbocharger, and either keeping the stock twin turbo arrangement, or using a single turbocharger). With extreme modification, the RB26 motor is capable of power in excess of 1 megawatt (or over 1,340 hp). [2][3]

    There is a common oiling problem with the pre-1992 R32 RB26 motors, as the surface where the crank meets the oil pump was machined too small, eventually leading to oil pump failure at high rpm. This was fixed for later versions of the RB26.

    Originally the R32 GT-R was planned to have a 2.4L RB24DETT, and compete in the 4000 cc class (in Group A rules, the displacement is multiplied by 1.7 if the engine is turbocharged). This was when Nismo was going through the process of designing the R32 GT-R to be a Group A race car. But when the engineers added the AWD system, it would make the car heavy and less competitive. Nismo made the decision to make the engine a 2.6L twin turbo, and compete in the 4500 cc class, resulting in the RB26DETT known today.[4]

    The RB26DETT was used in the following cars:

    Nissan Skyline GT-R R32
    Nissan Skyline GT-R R33
    Nissan Skyline GT-R R34
    Nissan Stagea 260RS
    Tommy Kaira ZZ II

    RB26DETT N1
    The RB26DETT N1 is a modified version of the RB26DETT engine, developed by Nismo (Nissan Motorsports) for Group A and Group N motorsport. Nismo found that the standard RB26DETT engine required too much maintenance for use in a Group-A or Group-N race car and consequently designed the N1 block. Nismo balanced the crankshaft to a higher specification than stock, as the RB26DETT engine experiences vibrations between 7000 and 8000 rpm. The engine also received improved water channels within the engine block. The top piston rings were also upgraded to 1.2 mm. The N1 engine also has upgraded camshafts and upgraded turbochargers.

    Although all versions of the RB26DETT N1 engine use Garrett T25 turbochargers, the specification of the turbochargers changed through the 3 generations of the RB26DETT N1 engine (R32, R33, and R34). The R32, and R33 versions used Journal Bearing T25 Turbochargers. The R34 RB26DETT N1 engine used Garrett GT25 turbo chargers (which use a Ball Bearing, and has much faster response than a Journal Bearing due to reduced friction).

    The biggest difference between the turbochargers used in the N1 engine, and the standard RB26DETT engine, is that the Turbine Wheels in the turbocharger are made from Steel, rather than the Ceramic used for the Standard RB26DETT turbochargers. The Ceramic turbine wheels are found to be very unreliable when used at higher temperatures (such as when the turbochargers are used at a higher boost pressure than stock).

    The Nismo RB26DETT N1 Engine Block uses an 86mm bore which can be bored up to either 87mm or 88mm. The N1 block is stamped with an identification mark of 24U, whereas the standard RB26DETT block is marked with 05U. The RB26DETT N1 block is compatible with all GT-R engine bays.

    RB26DETT Z2
    This is the engine used in the Nissan Skyline GT-R Z-Tune. It uses the stronger RB26 N-1 block, modified with Nismo parts, bored and stroked to 2.8 L (87.0 x 77.7 mm). The end result was the RB28Z2, which produces 500 hp (368 kW) and 540 Nm of torque [5].

    Three models of 3.0 L RB30 were produced:

    RB30S - carbureted single-cam
    RB30E - fuel-injected single-cam (114 kW @ 5200 rpm, 247 Nm (25.2 kgfm) @ 3600 rpm)
    RB30E R31 Skyline - fuel-injected single-cam (117 kW @ 5200 rpm, 252 Nm (25.2 kgfm) @ 3600 rpm)
    RB30ET VL Commodore - fuel-injected single-cam turbo (150 kW @ 5600 rpm, 296 Nm @ 3200 rpm)
    This motor was produced because the Holden 202 (3.3 L) powering the Holden Commodore could no longer satisfy emissions requirements, and with all new cars required to run on unleaded petrol by 1986, a quick replacement was needed. Nissan Motor Co. sold the RB30E to Holden for the VL Commodore. The RB30E in the VL suffered from cylinder head cracking due to the radiator being fitted lower in the engine bay, causing air locks in the cylinder head. This was not as severe in R31 Skyline as the radiator is mounted higher. The engine proved to be very reliable apart from this issue. The RB30S was found in some Middle Eastern R31 Skylines and in some Nissan Patrols. The RB30E was found in R31 Skylines and VL Commodores in Australia as well as in South African R31 Skylines (with 126 kW @ 5000 rpm and 260 Nm @ 3500 rpm)

    The turbocharged RB30ET (producing 150 kW) was found only in the VL Commodore (available in all Calais) and consisted of a lower compression RB30E bottom end, more powerful oil pump, T3 Garrett turbocharger, 250 cc injectors and a different intake manifold. The motor itself is still popular today (albeit in highly modified form) on the Australian Drag Racing circuit.

    Nissan Special Vehicles Division Australia produced two limited models of R31 Skylines, the GTS1 and GTS2. These contained slightly more powerful RB30E engines, containing lumpier cams and better flowing exhausts.

    GTS1 RB30E - injected single-cam (130 kW @ 5500 rpm, 255 Nm (26.0 kgfm) @ 3500 rpm) - special cam profile, special exhaust[6]
    GTS2 RB30E - injected single-cam (140 kW @ 5600 rpm, 270 Nm (27.5 kgfm) @ 4400 rpm) - special cam profile, special exhaust, piggy back computer, valve porting[7]

    These rare engines were used in the Tommy Kaira M30 based on the R31 Skyline GTS-R. A modified RB20DE head was bolted on to the RB30E block. It delivered 177 kW (240 PS) @ 7000 rpm and 294 Nm (30.0 kgfm) @ 4800 rpm.


    RB30DET - R31 RB30E block, R32 RB25DE head.
    Nissan did not produce this engine, but it refers to a turbocharged engine featuring an RB30E block with a twin-cam head conversion. Common hybrid in Australasia (refered to as the RB25/30 or RB26/30) using a RB30E bottom end mated to a RB25DE,RB25DET or RB26DETT cylinder head and turbo (RB20DE and DET heads are not used as the bores are different in size; RB30 86.0mm RB20 78.0mm). The RB25DE cylinder head from the R32 Skyline, A31 Cefiro or C33 Laurel can be used, and fits perfectly on (although better valve springs are required to prevent valve float when running any more than stock boost). The RB25DET (from the R33 Skyline or C34 Laurel or Stagea) head is also used, however an external oil feed must be fabricated for the variable cam timing on the RB25DET, and the galleries at the front of the engine do not line up. The variable cam timing may be disconnected altogether.

    The fitment of a twin cam head from any of these engines onto a standard compression RB30E bottom end gives an ideal compression ratio for a mild to moderately modified street turbo engine, making the conversion popular amongst those who would otherwise convert their RB30E to a high compression RB30ET using original ET bolt on externals.

    Although it has a larger displacement than the RB26DETT, maximum possible horsepower is less, as the RB30 block lacks the RB26 block's internal cast-in bracing, and consequently cannot rev as high due to harmonic issues at ~7500 rpm. To compensate, the RB30DET produces more torque at lower revs. There is also an 'RB30DETT' kit manufactured by OS Giken of Japan, which bolts an extension on top of the RB26 engine block, and fits liners, to give an 86 mm bore x 86 mm stroke. It is available as an assembled short block, containing billet chrome-molybdenum crank, billet chrome-molybdenum H-beam connecting rods, forged pistons, and costs 1,500,000.[8]

    RB-X GT2
    The RB-X GT2 (also called REINIK) is an engine specially made for the Nismo 400R. The difference between this engine and a RB26DETT is that the engine is bored and stroked (87.0 77.7 mm) which results in 2771 cc. Engine gives out 400 PS (331 kW) at 6800 rpm and 47.8 kgfm (469 Nm or 347 lbfft) at 4400 rpm [9]. This engine comes with a reinforced cylinder block and cylinder head, metal head gasket, pistons with cooling channels, forged crank shaft, forged connecting rods, N1 turbine with reinforced actuator, high flow air cleaner, stainless down pipe, and low air resistance sport catalizer, most of which were not offered for the RB26DETT.

    Wiring Help
    Parts Help
    Factory Service Manuals
    Help with Overheating

    General Info

    Tuning Help
    Vehicle model: hcr32 and hnr32
    Engine type: rb20det
    Displacement (cc): 1998
    Combustion chamber: pent-roof type
    Valve arrangement : DOHC belt drive
    Bore x stroke mm: 78.0 x 69.7
    Compression ratio : 8.5
    Compression pressure: (kg / cm2) / (rpm) 12.0 / 300
    Maximun output (net) (ps / rpm): 215 / 6400
    Maximun torque (net) (kg-m / rpm): 27.0 / 3200
    Fuel consumption ratio (g / GS.h) / (rpm): 215 / 2400
    Dimensions m/t (l / w / h) (mm): 845x660x685
    Dimensions a/t (l / w / h) (mm): 830x660x685
    Idle speed (rpm): 800
    Ignition timing a/t (BTDCdegrees / rpm): 15 / 650
    Ignition timing m/t (BTDCdegrees / rpm): 20 / 650
    Firing order: 1-5-3-6-2-4
    Valve clearance cold (mm) intake: 0.45 +/- 0.003
    Valve clearance cold (mm) exhaust: 0.38 +/- 0.003
    Throttle chamber bolts torque setting (kg-m) first stage: 0.9 - 1.1
    Throttle chamber bolts torque setting (kg-m) second stage: 1.8 - 2.2
    Flywheel run-out limit (mm): 0.10
    Con rod nut tightening stage 1 (kg-m): 2.3 - 2.9
    Con rod nut tightening stage 2(kg-m): 3.9 - 4.5

    rb20det Engine variations:

    The rb20det came in two different forms, the earlier red top with the NICS system and the newer silver top version with the ECCS system. The red top is the earlier version of the rb20det and came as standard with the r31 skyline, z32 fairlady and the nissan laurel, whilst the r32 skylines and nissan cefiro came with the silver top version.

    Just to confuse you more there were a few red top rb20dets with the eccs system, heres some engine power outputs.

    RB20DET red top
    1986-1987: 178bhp (NICS version)
    1988-1989: 190bhp (ECCS version)
    RB20DET silver top
    1989 onwards: 215bhp

    Resetting the rb20det ECU:

    You can reset the ecu by disconnecting the battery and then pressing the brake pedal in for a minute or so, doing this tries to light up the brake lights and removes all of the voltage from the ecu, then connect it back up and go for a drive. Make sure the front wheels are straight when you do this or else the hicass can get a bit screwed up because it thinks the wheels are turning slightly.

    The ECU has the mapping for the fuelling this wont change but the timing and airflow is monitored all of the time and adjusted according to conditions if you have been using low octane fuel or carried out recent mods then you'll benifit from the ECU reset as it relearns the optimum settings and changes the timing in very large increments initially then as it gets closer to being right it narrows the adjustments down.

    The ignition timing is advanced until knock is detected and then pulled back in narrowing swings above and below ideal until it has narrowed it down to being ok. Once settled it almost stops learning and will use tiny adjustments each time you go out and take a lot longer to get to its ideal each time.

    Part numbers for of r32 gts-t:

    *Warning, this part list is in nowehere complete*

    Water Pump: 21010-21U25
    Thermostat: 21200-42L05
    coil Packs: 22433 60u02 mcp-300124
    Oil Filter Genuine Nissan: 15208-H8911
    Oil Filter Ryco: Z145A
    Oil Filter Valvoline: R9
    Oil Capacity: 4.6L with filter (7.5w 30 is recommended)
    Coolant Capacity: 9L
    Manual Gearbox: 2L (80w 90)
    P/s Fluid capacity, non-hicas: 1.8L
    Sump washer 11026-01M02
    Fuel filter 16400-53J10
    Rear diff oil 1.5L
    Alternator belt 11720-24U00
    Cam belt 13028-20P10
    PAS belt 11950-04U00
    NGK standard plugs PFR5A-11 1.1mm gapped
    NGK Iridium plugs T7341T-8 0.8mm gapped
    Trust-Greddy Iridium plugs IT08 0.8mm gapped

    2nd List, Not sure if they are repeats(Some trust Nico some people don't)

    N1 Oil pump 15010-24U01
    Oil filter 15208-00003 (KA24DE)
    Genuine Nissan 15208-H8911 (AUS)
    Genuine Nissan 15208-H8904
    Ryco Z145A
    Valvoline R9
    Fuel filter 16400-53J10 16400-00002 (VG30DE, VG30DETT)
    ***Subaru Forester filter works
    Fuel pump 17042-00003 (VG30DETT)
    Fuel injectors
    Denso 440cc 195500-2010
    non-turbo, 1989-1991 Mazda RX7
    Denso 550cc 195500-2020
    turbo, 1989-1991 Mazda RX7
    Thermostat 21200-42L00 21200-00001 (VG30DE, VG30DETT)
    Nismo Thermostat 21200-42L05
    ***1990-1996 VG30DE shares same clutch assembly
    Spark plugs 22401-000036 (VG30DE, VG30DETT???)
    NGK standard 1.1mm PFR5A-11
    NGK Iridium 0.8mm T7341T-8
    Trust-Greddy Iridium 0.8mm IT08
    Water pump 21010-21T25
    N1 21010-24U27
    Coil packs 22433-60U02
    ***RB20DE, RB20DET, VG30DE, VG30DETT, RB25DE share same coil packs ???
    Rod bolts
    ARP 202-6005 ???
    O2 sensor (which one?) 22690-73L11
    Alternator belt 11720-24U00
    Timing belt 13028-20P10
    13028-20P25 (boxed)
    Power steering belt 11950-04U00
    AC belt 11920-42L01
    Fan belt ??? 11720-42L02
    Sump washer 11026-01M02
    Air flow meter 22680-02U00
    Speedo drive gearbox end 32702-58S21
    Air Flow Meter 22680-02U00
    Tuning Help
    Tuning Help R34
    Spark Plug Info
    most people suggest the BKR5E-11 re-gapped to .8mm. the -11 with factory gap runs like shit.

    the BKR5E is gapped at .8mm already, and therefore is a drop in replacement

    ECU Codes

    11 Crankshaft position sensor
    12 MAF sensor circuit (air flow meter)
    13 Coolant temperature circuit
    14 Vehicle speed sensor circuit
    21 Ignition circuit
    31 ECU (ouch!)
    34 Knock sensor
    43 Throttle position circuit
    45 Injector leak
    51 Ignition circuit
    54 Auto signal to ECU
    55 All OK

    --->There are three different types of factory ECU available in Skylines.
    One type has two LEDs and five modes
    The second type has one LED and two modes
    The last type has no LEDs, the output is done with the engine checklight in the instrument cluster. Acts as a single LED ECU.

    How to check codes:

    1. Switch on the ignition, but don't start. The LED on the ECU will be glowing.

    2. Turn the selector screw clockwise all the way (gently!)

    3. For two LED ECU's: the LED will flash once, pause, flash twice, pause... all the way up to five. This is the diagnostic mode. Mode 1=one flash, mode 5=five flashes. When you reach the right mode, turn the screw back counter clockwise. Mode 3 is what most people use.

    4. For single LED ECU's: wait a couple of seconds, and turn the screw back counter clockwise, the ECU is now in mode 2.

    5.The engine check light on the dash will mirror the LED on the computer.

    The LED will flash out a code(or series of codes if there is more than one fault) The ECU will keep error codes in memory for 50starts, so keep in mind if an error happened 51 starts ago, there will be no record of it in the ECU.
    More recent ECU's have two LED's (red = first digit, green = second digit, for example, red 2x flash, green 1x flash = code 21)

    The ECU's on most R32's have one LED, long flash = first digit, short flash =
    second digit, for example, long, long, short = code 21.

    Tuning Help
    Alternator and Power Steering belt replacement
    Goodyear Poly-V (Gatorback) (Power Steering Belt)
    Part# 4040382,4PK0970
    Goodyear Poly-V (Gatorback) (Alternator Belt)
    Part# 4040347,4PK0880
    Last edited by Future240; 03-03-2009 at 04:50 PM. Reason: more info, a bit more tidy
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  2. #2  
    Join Date
    Jun 2008
    good info. My favorite set of motors
    Quote Originally Posted by jtbmwi View Post
    u still sellin the item

    greddy turbo
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  3. #3  
    Join Date
    Jan 2008
    In to support my powerplant.

    2.5 lil shawty.

    Quote Originally Posted by ImRickJames View Post
    Yeah well like I said I love my music though so its gotta be over the top. I want it to sound like a fucking symphony is riding shotgun with me
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  4. #4  
    Join Date
    Jun 2008
    i thought you were KA-T ^^ rb20 here.
    Quote Originally Posted by jtbmwi View Post
    u still sellin the item

    greddy turbo
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  5. #5  
    Join Date
    Jan 2008
    Not anymore. New found glory.

    Quote Originally Posted by ImRickJames View Post
    Yeah well like I said I love my music though so its gotta be over the top. I want it to sound like a fucking symphony is riding shotgun with me
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  6. #6  
    Join Date
    Jun 2008
    so in order to reset the ECU the brake pedal must be pressed? Im curious because my E-fans were wired directly to the battery, so every time i turned my car off i would need to unplug my battary, and i was told that my ECU was being cleared everytime, thus meaning why my car had such trouble starting, and was even told that could be a reason why motor ran so god awful rich.
    Quote Originally Posted by jtbmwi View Post
    u still sellin the item

    greddy turbo
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  7. #7  
    whitepony22's Avatar
    whitepony22 is offline Being car poor sucks. I have no cup holder
    Join Date
    Jan 2009
    Not a bad bit of info by any means. If you're bored, and want to do more research, find a picture of this: "RB30DE: These rare engines were used in the Tommy Kaira M30"

    Only reason I'm curious is I've spent the last year and a half helping my old roommate build his M30 or Leopard, and he just finally started putting his RB20DET into it.
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  8. #8  
    Join Date
    Feb 2008
    Quote Originally Posted by cjacob74 View Post
    so in order to reset the ECU the brake pedal must be pressed? Im curious because my E-fans were wired directly to the battery, so every time i turned my car off i would need to unplug my battary, and i was told that my ECU was being cleared everytime, thus meaning why my car had such trouble starting, and was even told that could be a reason why motor ran so god awful rich.
    You dont have to press the brake pedal, it just helps pull extra current from the charging system to bring the ECU to 0. Given enough time (a few hours max) it would reset anyway.
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  9. #9  
    Join Date
    Jun 2008
    oh okay, i have just been told that pulling my battery to turn my fans off would clearn my ECU and possibly be the reasoning for my starting issues, and possibly the gradituious amounts of richness.
    Quote Originally Posted by jtbmwi View Post
    u still sellin the item

    greddy turbo
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  10. #10  
    Join Date
    Feb 2008
    It makes sense. Why you never fixed that i have no idea.
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