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vielleicht interessiert das ja jemanden, wenn ich die Kohle nachm SKY hab ist es die frage Wert.
RB30 oder doch RB34 von "SPOOL"
RB34DET 'vs' RB30DET
The RB30DET boost and power curve is in green and the RB34DET is in red.
A comparison between the old RB30DET engine and the new RB34DET stroker engine is complete. The two engines are identical in every way except for the new 95mm stroker crank set up. The purpose of building two near identical engines was the only real way to make a true comparison between a RB30/25 and a RB34/25. The identical set ups consisted of the same ( turbo, boost, cams, cam timing, plenum, exhaust, exhaust manifold etc etc ).
We arent trying to make the most power or we wouldnt be using pump fuel and a medium frame old school T04Z, we are making a comparison.
The results speak for themselves:
The RB34 is making near on 150 rwhp more at 4000 rpm compared to the RB30 at the same rpm.
At 4000 rpm the RB34 is making near on 60% increases in torque.
More peak power would be achievable using this setup if bigger valves and cams were used. We believe that the head is struggling to flow the extra volume from the increased stroke ( capacity ) at high rpm.
Obviously a bigger turbo, better head set up, and race fuel would achieve some massive increases across the board. This will be the next engine project built.
We are extremely happy with the results from this comparison and it shows beyond doubt the big increases obtained using the stroker setup.
For all the info on how to build the RB34 - click on the link below.
RB34 SPECS:
NOTE: The std OEM crank girdle can be used with the RB34 crank setup. The girdle may require minimal clearancing.
Block Preparation
Due to the huge stroke, the block needs clearance to allow the conrods to rotate without fouling on the cylinder block. Leaving 50 thou of clearance allows for stretch at high rpm.
The bottom of each bore has to be clearanced to give that little bit extra room for the I beam conrods.
Annular groove is cut into each main bearing seat to allow for better oil distribution using the multi hole GTR ( RB26 ) main bearings.
GTR main bearing smeared with assembly lube - notice the 4 extra holes ( with the recessed groove ) in the GTR bearings compared to just the one hole in the RB30 main bearings.
Block threads are cleaned using a tap - this ensures all threads are clean and free from damage and corrosion.
Oil restrictors are fitted to the block to prevent over oiling - a common problem with RB engines.
Inside main tunnel is measured with bearings fitted to check bearing to crank main clearance.
Crankshaft main journal is measured to ascertain bearing clearance.
Fitting ARP main studs.
Installing Billet main caps.
Fitting the main cap girdle that interlocks the block and main caps.
Installing ARP head studs.
Cometic headgasket fitted and waiting for head.
SPOOL Oil Drain - This allows rapid oil return to the sump and helps reduce over oiling of the cylinder head.
Photo 19
6 Boost manifold and GReddy Plenum fitted
Finally - installed in car
und zuguterletzt ein Video
RB30 oder doch RB34 von "SPOOL"
RB34DET 'vs' RB30DET
The RB30DET boost and power curve is in green and the RB34DET is in red.
A comparison between the old RB30DET engine and the new RB34DET stroker engine is complete. The two engines are identical in every way except for the new 95mm stroker crank set up. The purpose of building two near identical engines was the only real way to make a true comparison between a RB30/25 and a RB34/25. The identical set ups consisted of the same ( turbo, boost, cams, cam timing, plenum, exhaust, exhaust manifold etc etc ).
We arent trying to make the most power or we wouldnt be using pump fuel and a medium frame old school T04Z, we are making a comparison.
The results speak for themselves:
- boost is coming on earlier
- power is coming on earlier and much stronger in the low to mid range
- more peak power on the same boost
- huge increase in low to mid range torque
The RB34 is making near on 150 rwhp more at 4000 rpm compared to the RB30 at the same rpm.
At 4000 rpm the RB34 is making near on 60% increases in torque.
More peak power would be achievable using this setup if bigger valves and cams were used. We believe that the head is struggling to flow the extra volume from the increased stroke ( capacity ) at high rpm.
Obviously a bigger turbo, better head set up, and race fuel would achieve some massive increases across the board. This will be the next engine project built.
We are extremely happy with the results from this comparison and it shows beyond doubt the big increases obtained using the stroker setup.
For all the info on how to build the RB34 - click on the link below.
RB34 SPECS:
- RB30 Block - Bored 40thou
- CP Forged Custom Pistons
- Decked
- SPOOL Billet Main Caps and Girdle
- Cometic Head Gasket
- ARP Head Studs and Mains Studs
- SPOOL 95mm Stroker Crank
- SPOOL I Beam Custom Conrods - L19 Bolts
- ACL Race Series Bearings
- Nitto Oil Pump
- R34 NEO head - HKS 272 / 9.35 cams, Performance Valve Springs, ported and polished by JHH performance.
- Garrett T04Z Turbo 0.96 ex housing
- Sard 850cc Injectors
- 6 Boost Manifold - HKS 60mm Wastegate
- GReddy Plenum - VH45 90mm throttle body
- OS Giken Twin Plate Clutch
- 3 x 044 Bosch Fuel Pumps
- 3.5 inch dump, exhaust and catalytic convertor
NOTE: The std OEM crank girdle can be used with the RB34 crank setup. The girdle may require minimal clearancing.
Block Preparation
Due to the huge stroke, the block needs clearance to allow the conrods to rotate without fouling on the cylinder block. Leaving 50 thou of clearance allows for stretch at high rpm.
The bottom of each bore has to be clearanced to give that little bit extra room for the I beam conrods.
Annular groove is cut into each main bearing seat to allow for better oil distribution using the multi hole GTR ( RB26 ) main bearings.
GTR main bearing smeared with assembly lube - notice the 4 extra holes ( with the recessed groove ) in the GTR bearings compared to just the one hole in the RB30 main bearings.
Block threads are cleaned using a tap - this ensures all threads are clean and free from damage and corrosion.
Oil restrictors are fitted to the block to prevent over oiling - a common problem with RB engines.
Inside main tunnel is measured with bearings fitted to check bearing to crank main clearance.
Crankshaft main journal is measured to ascertain bearing clearance.
Fitting ARP main studs.
Installing Billet main caps.
Fitting the main cap girdle that interlocks the block and main caps.
Installing ARP head studs.
Cometic headgasket fitted and waiting for head.
SPOOL Oil Drain - This allows rapid oil return to the sump and helps reduce over oiling of the cylinder head.
Photo 19
6 Boost manifold and GReddy Plenum fitted
Finally - installed in car
und zuguterletzt ein Video
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