Viva Mexico pendejo!

Went to a batchmate's birthday party last night at Racks, El Pueblo, Pasig with my honey.

Pros and Cons

I'm slowly discovering the pros and cons of the RB24S. It's fuel economy is... bad. Really bad. An A31 specialist from the Cefiro Club advised me to get the engine swapped out with at least an RB20DET. In terms of fuel economy and power, it's much, much better than my current engine. But then I'd have to have at least P70,000.
Oh well. Maybe in the future. If that ever does happen, I'll be going back to running an ECU, something I ran away from when I traded in my B14. Call me old school but a carbed engine is just so much more simpler than something with a computer box.

R31 online info

Found a website loaded with tons of R31 info - http://wiki.r31skylineclub.com/index.php?title=Main_Page

Cefiro Club Philippines

Recently joined Cefiro Club here in the Philippines. Have yet to go to an EB. Hopefully, I will learn a lot about my new-old car and ways to take care of it. If you're a Cefi-owner as well, you might want to check the club out - http://www.cefiroclub.tk/

I hope to get a club sticker soon.

Paalam B14...

Di tulad ng aking mga ibang pinagdaanang sasakyan, ikaw ang nagturo sa akin kung paano maging mature. You will always hold a special place in my heart. Jurise, I and my family love you and thank you for serving us well for over ten years. I hope your new parents can take better, if not equal, care of you as I did. For one last time... goodbye, my old friend.

Rare gem

Checked out the car today in Paranaque. Was surprised and delighted by what I saw.

Nissan RB24S engine info:
This is a relatively rare 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 carburettors 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 carburettor set-up. The standard single cam form produced 141 PS @ 5000 rpm and 20.1 kgf·m (197 N·m) of torque @ 3000 rpm.

Source: Wikipedia

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Wikipedia says:

Nissan RB engine

From Wikipedia, the free encyclopedia

Jump to: navigation, search

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

Both SOHC and DOHC versions have an aluminium 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. Most turbo models have an intercooled turbo (the exceptions being the single cam RB20ET & RB30ET engines), and most have a recirculating factory blow off valve (the exceptions being 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 six cylinder Nissan L20A engine which has the same bore and stroke as the RB20.

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

[edit] 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 (2962 cc, bore: 86.0 mm, stroke: 85.0 mm)
• "RB" indicates the engine code.
• "D" indicates a double overhead cam as opposed to a single overhead cam
• "E" indicates the engine is electronically fuel-injected
• "S" indicates the engine is carburetted
• "T" indicates the engine has a factory installed turbocharger
• "TT" indicates the engine has factory twin turbochargers

[edit] RB20

RB20E engine in an R31 Nissan Skyline

There were a variety of 2.0 L RB20 engines produced:

• RB20E - single-cam (96 to 110 kW (130 to 145 ps) @ 5600 rpm, 167 to 181 N·m (17 to 18,5 kgf·m) @ 4400 rpm)
• RB20ET - single-cam turbocharged (125 kW (170 PS) @ 6000 rpm, 206 N·m (21.0 kgf·m) @ 3200 rpm)
• RB20DE - twin-cam (110 to 114 kW (150 to 155 PS) @ 6400 rpm, 181 to 186 N·m (18.5 to 19 kgf·m) @ 5600 (and later with a NEO-Head 4400 rpm)
• RB20DET - twin-cam turbocharged (158 kW (215 PS) @ 6400 rpm, 265 N·m (27.0 kgf·m) @ 3200 rpm)
• RB20P - single-cam (94 PS @5600 rpm and 142 N·m @2400 rpm)
• RB20DET-R - twin-cam turbocharged (210 ps @6400 rpm and 245 N·m @4800 rpm

The first RB20E/ET/DE/DET engines were fitted to the R31 Skyline. The early single 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 later twin cam engines used ECCS (Electronically Concentrated Control System). Later versions which used ECCS engine management, discarded the twelve tiny runners for six much larger ones (though they retained twelve ports on the head, so there was a splitter plate). 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 (Liquefied petroleum gas) version of the RB20, but with 12 valves (OHC).

RB20DET swap into a Nissan 240SX

[edit] RB24S

This is a relatively rare 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 carburettors 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 carburettor set-up. The standard single cam form produced 141 PS @ 5000 rpm and 20.1 kgf·m (197 N·m) of torque @ 3000 rpm.

Nissan RB24S engine, Carburettor, SOHC, Used on Cefiro A31(Japan) and Laurel Altima A31 (Latin America)

[edit] RB25

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 N·m (26.0 kgf·m) @ 4000 rpm)
• RB25DET - twin-cam turbo (T28 Turbo) (245 to 250 hp and 319 N·m)
• NEO RB25DET - twin-cam turbo (206 kW (280 PS) @ 6400 rpm, 362 N·m (37.0 kgf·m) @ 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.

[edit] RB26DETT

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 intake of the RB26DETT varies from other RB-series motors in that it has six individual throttle bodies instead of a single throttle body. 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 10 psi, although the Skyline GT-R has a built in boost restrictor to keep boost over 14 psi.

The first 2.6 L RB26DETT featured twin-turbochargers and produced around 280 HP (206 kW) @ 6800 rpm and 260 ft•lb (353 N•m) @ 4400 rpm. The last series of the RB26DETT produced 280 PS (206 kW) @ 6800 rpm and 289 ft•lb (392 N•m) @ 4400 rpm. However, several stock (unmodified) engines have been dyno tested and reported to obtain nearer the 320 HP mark. The reason some RB26DETTs put out 320HP, is because of Japanese law, every car must be restricted to 276HP. It is commonly accepted that Nissan chose to not advertise the RB26's true power for this reason. It is widely known for its strength and extreme power potential. It is not uncommon for 600 hp to be achieved without modification of the engine internals. With regular maintenance, many of these engines have been driven way past the 100,000 mile mark with a few heading toward 200,000 miles. 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

[edit] 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).

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 high rotational speeds inducing higher centrifugal forces (such as when the turbochargers are used at a higher boost pressure than stock). With the advances in manufacturing technology such as sealing and material processes, the N1 engine is theoretically said to be able to produce in excess of 1,900 bhp (1,400 kW)

The Nismo RB26DETT N1 Engine Block uses an 86 mm bore which can be bored up to either 87 mm or 88 mm. 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.

[edit] 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 510 bhp (368 kW) and 540 N·m of torque.^[5]

[edit] RB30

Four models of 3.0 L RB30 were produced:

• RB30S - carburetted single-cam
• RB30E - fuel-injected single-cam (114 kW @ 5200 rpm, 247 N·m (25.2 kgf·m) @ 3600 rpm)
• RB30E R31 Skyline - fuel-injected single-cam (117 kW @ 5200 rpm, 252 N·m (25.2 kgf·m) @ 3600 rpm)
• RB30ET VL Commodore - fuel-injected single-cam turbo (150 kW @ 5600 rpm, 296 N·m @ 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 models) 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 kgf·m) @ 3500 rpm) - special cam profile, special exhaust^[6]
• GTS2 RB30E - injected single-cam (140 kW @ 5600 rpm, 270 N·m (27.5 kgf·m) @ 4400 rpm) - special cam profile, special exhaust, piggy back computer, valve porting^[7]

[edit] RB30DE

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 N·m (30.0 kgf·m) @ 4800 rpm.

[edit] RB30DET

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 (referred 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 86.0 mm RB20 78.0 mm but were originally modified and used on the tommy kaira Rb30de as the RB25 engine did not exist). The RB25DE cylinder head from the A31 Cefiro C33 Laurel or R32 skyline (aka: Non VCT)can be used, and fits perfectly on (although better valve springs are recommended, Gtr valve springs are a decent upgrade). 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 (VCT) on the RB25DET, and the galleries at the front of the engine do not line up. The variable cam timing may be disconnected altogether.Also it is wise to change the oil restrictor's in the block to 1.5mm and get a full face oil pump drive collar machined onto the crank(solves it shattering at high RPM) with the use of a twin cam oil pump.

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 around 8.2:1, (but always check your compression when building this engine as it may vary), 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 due to its longer stroke. However they have been known to reach engine engine speeds up to 11,000 rpm with a lot of balancing and the use of the RB26 head with solid lifters. Power of the RB30det in this form can far exceed that of an RB26dett, RB30DET's are usually only found in rwd cars as it's a lot easier to install, with the 4wd setup in the GTR or GTS4 an adapter plate has to be made to fit the 4wd sump as its bolt pattern is different to the RB30, as there is a adapter plate between the sump it sits off on the gearbox bolt holes, they will have to be modified to fit

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]

In recent times, Rotorua Import Pro Shop (RIPS), a tuning garage located in Rotorua, New Zealand has emerged as one of the foremost tuners using the RB30DET engines, 99% of engines they do are RB30's. They have found that the stock Bottom end can easily withstand in excess of 600hp reliably with many of their engines equipped in cars running the 1/4 mile race in the 10 second range.RIPS also has produced the Fastest,Quickest and Most powerful Rb30 in the land, There Nissan 240z lay down a 7.86 at 177.4 MPH with 1400hp+ using a stock unfilled block, stock crank, stock cradle, stock mains bolts, not dry sumped or anything and have not experienced any failures. They have now sold that car but only as a rolling shell as they are keeping that engine and transplanting it into a Front Engine Dragster and are now going for 6 second 1/4 mile times at 200+ MPH. Another one of there developments are a 3.3 litre RB30DET dubbed the "RB33" using a Stroked crankshaft, so we may see a stoker kit available in the near future.

[edit] 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 produces 400 PS (331 kW or 443 HP) at 6800 rpm and 47.8 kgf·m (469 N·m or 347 lbf·ft) at 4400 rpm.^[9] This engine was manufactured 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 catalyzer, most of which were not offered for the RB26DETT.

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To keep or not to keep the B14

Seriously considering an A31 Cefiro..

The following information about the A31 comes from Wikipedia and StrikeEngine:

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Wikipedia says:

A31(1988-1994)

Unmodified A31 Cefiro with factory wheels

Released in September 1988 to the Japanese market, it ceased production in May 1994. The A31 series included many hi-tech features, such as HICAS 4-wheel steering, sonar-controlled electronic damping, automatic headlights, and an automatic electric rear view mirror, many of which were seen later on the R32 Nissan Skyline, released one year later in 1989.

The A31 Cefiro was similar to the Nissan Laurel. The Cefiro is something like a luxury Nissan Skyline although these two were produced at the same time as the Cefiro. Mechanically, it was closest to the Nissan Skyline and Nissan Laurel, as they all had the same floorpan; but it shares its MacPherson strut front suspension with the S13 Silvia with the exception of the 4WD version which shares the same front and rear suspension as the GT-R and GTS4 Skyline.

The A31 Cefiro featured several versions of the RB-series straight-6 engines including the intercooled turbo RB20DET, although it was slightly detuned in the Cefiro. It also was not fitted with a re-circulating blowoff valve like the RB20DET powered Nissan Skyline.

Dashboard of a 1992 Cefiro

It was also, together with the Nissan Skyline, one of the first Japanese cars to have a 5-speed automatic transmission in the 2.5 litre and the very last of the 2 litre models. All 2 litre turbo versions with automatic transmissions used a 4-speed transmission.

Unlike many new car designs at the time, the A31 Cefiro was rear wheel drive, with all-wheel drive models being available as well. Unlike the future versions of the Nissan Laurels and Nissan Skylines, the Cefiro would become a front wheel drive in all models following the A31 Cefiro.

At the beginning of its production it was mostly overlooked as just an ordinary family sedan compared to the Nissan Skyline but in later times it has become very popular in the drifting scene. Spurred by the relatively cheap price of the car compared to other drifting vehicles in Japan, some enthusiasts bought the Cefiro for use in drifting. As a result this car has gained cult status in Japan, New Zealand, Thailand, Malaysia, Philippines and Australia as a drift car due to the interchangeability of parts with other performance models and highly tunable nature of the chassis design. It is also a relatively cheap car outside Japan as it is exported second hand.

This chassis was also the basis for the S13 chassis in the Nissan Silvia.

[edit] Specifications

[edit] General specifications

Body type: Sedan
Drive: RWD Displacement: 1998cc N/A and turbo, 2498cc N/A

[edit] Engine Specs

Engine model: RB20E, RB20DE, RB24S, RB25DE, RB20DET
Max.power: 205 PS (151 kW) / 6400 rpm RB20DET
Max.power: 190 PS (138 kW) / 6400 rpm RB25DE
Max.power: 155 PS (114 kW) / 6400 rpm RB20DE
Max.power: 141 PS (107 kW) / 5600 rpm RB24S
Max.power: 125 PS (91.94 kW) / 5600 rpm RB20E
Turbo Information: Ceramic
Fuel system: NISSAN EGI (ECCS) (electronic gasoline injection) electrically controlled gasoline injection
Turbocharger: Intercooled turbo
Fuel type: Unleaded premium gasoline

[edit] Exterior specifications

Exterior dimensions (LxWxH): 4690 x 1695 x 1375 mm
Interior dimensions (LxWxH): 1910 x 1425 x 1140 mm
Wheel base: 2670 mm
Ground clearance: 150 mm
Curb vehicle weight: 1350 kg (auto turbo) 1330 kg (manual turbo) 1260 kg (manual RB20E) 1280 kg (auto RB20E) 1300 kg (RB20DE manual) 1320 kg (RB20DE auto), 1400kg (auto turbo 4wd)
Seating capacity: 5
Doors number: 4
Min. turning radius: 5 m
Fuel tank capacity: 65

[edit] Suspension specifications

Power steering: Yes
Suspension system: front Independent suspension strut type
Suspension system: rear Independent suspension multiple link type

Model	Engine	Frame	Year
Townride	RB20E	E-HA31GFE	1988
Townride	RB20E	E-HCA31GFE	1988
Townride	RB20E	E-HA31GAEP	1988
Touring	RB20DE	E-RA31GFE	1988
Sport touring	RB20DE	E-RCA31GFE	1988
MF Comfort touring	RB20DE	E-RA31GAEP	1988
Cruising	RB20DET	E-RA31GFS	1988
Sport cruising	RB20DET	E-RCA31GFS	1988
Townride N	RB20E	E-A31	1990
ATTESA cruising	RB20DET	E-NA31	1990 (4WD)
Townride SV	RB20E	E-A31	1991
Touring SV	RB20DE	E-A31	1991
VL	RB20E	E-LA31	1992
SE	RB20E	E-LA31	1992
VE	RB20DE	E-LA31	1992
25SSE	RB25DE	E-EA31	1992
SE-T	RB20DET	E-LA31	1992
25SSE M selection	RB25DE	E-EA31	1992
SE-4	RB20DET	E-LNA31	1992 (4WD)

There are also many "sub models" which are the same as the above listed but feature HICAS 4 wheel steering as well. Nissan took the unusual step of making a left hand drive version of the Cefiro. Unlike all the Japanese versions it was fitted with a carburetted RB24 which was a single cam 6 cylinder 2.4L RB series motor.

Later models were given a softer look with revised light and bumper/grill design as well as "interior softening". These are referred to as the "facelift" shape and appear a little more refined in appearance.

[edit] Modifications

The most common engine modification is the RB25DET engine swap, which gives the car higher torque than the RB20DET engine, suited better for drifting. Others have successfully swapped an RB26DETT engine (as used in the Skyline GT-R R32-R34) with some minor oil sump modifications, along with an RB25DET gearbox. Some tuners prefer to use the lighter and more compact SR20DET using the RB25DET gearbox. Also many of the Silvia (S13), Laurel (C33) and Skyline (R32) parts are interchangeable, which gives flexibility in choosing parts.

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StrikeEngine says:

Background

The First Generation Nissan Cefiro,
chassis code A31, was built from
1988-1993. The car was aimed at the
executive end of the market and
competed with small to medium sized
luxury cars from Europe. The beauty of
this car is that it is based upon the
Nissan Skyline R32 Platform, which in
turn shares parts with the Nissan S13,
which means that this car has a host of
performance parts available for it.

The Nissan Cefiro was offered with a 2
Litre 2.0, Normally Aspirated (N/A)
powerplant as well as the RB20DET
which puts out 220bhp as standard
and is a detuned version of the
straight six found in the R32 GTS-T
from the same era. This means that
uprated parts for the RB20 are readily
available.

Nissan Cefiro A31 Tuning

Engine Tuning

A common stage one upgrade for the Cefiro is to fit a larger turbo charger, followed bt a front mounted intercooler, performance chip and exhaust system. These basic modifications can take the output of the RB20 up to 300bhp at the rear wheels. However 300bhp is
starting to push the limits of the standard engine.

Nissan Cefiro Engine Swap/Engine Conversion options.

A popular choice of engine for a swap is the Nissan RB25DET, this is easily capable of taking power over 300bhp but if your looking for 400bhp plus then the ultimate choice is the RB26DET engine. These Nissan AWD GT-R engines will entail some extra mechanical work to make them fit in the RWD chassis of the Cefiro. This entails grinding of the front differential and adding a custom sump. Along with some possible engine mount modifications and the normal wiring loom, power steering and plumbing issues usually associated with engine swaps the transplant can be achieved.

If this sounds like to big a job then another popular conversion uses the SR20DET motor. The SR20DE is not only lighter than the RB20DET but it also improves handling as the motor can be mounted further back in the chassis. The SR20DET is capable of being built to produce 300bhp all day long and turns the Cefiro into a lightweight missile.

Gearbox Upgrades

As the Nissan Cefiro usually came with an automatic gearbox, changing this is a priority to extract maximum performance. There are many options from the RB series which should require minimal engineering to fit the Cefiro, although the use of a speedo converter may need to be used as all Nissan Cefiros use a cable speedo drive.

For Australian enthusiasts, the VL Turbo Commodore gearbox may be worth a look as it is almost identical to some of the Skyline gearboxes. The R200/R180 diffs can also be interchanged to alter the gearing.looking

The Cefiro is no looker but it is by no means the ugliest car ever produced with the interior looking particularly dated now, but if you can get pass this it is a well equipped saloon with electric everything, such as seats, mirrors, windows and cruise control. The upgrade options listed here are by no means cover everything, a little looking around should turn up many more possibilities.

Considering the cost of these cars and their modding potential they are very attractive if your looking a racer/drifter on a budget. To find the latest prices for the Nissan Cefiro, the Japanese Car importers on StrikeEngine should be able to give you an idea of how much it will cost to import and register a Nissan Cefiro in the UK.

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More work on the car

Distributor, clutch kit, engine mounts.. the list goes on and on and on.

2009 sticker

Finally got my registration. Now, all that's left is to see if the car will hold together. Or will it break down on me on my way to work? It's been, what, three months since it last ran?

Final Destination: Watch the trees!

Don't read. Just watch.
http://jalopnik.com/5361068/woman-survives-after-impalement-during-drive

Final Destination: Do NOT text while driving

Don't read. Just watch.
http://www.autoblog.com/2009/08/26/video-uk-texting-while-driving-psa-is-a-return-to-blood-on-the/

The 'other' blog, part II

I've got a new blog. Actually I'm co-author. Check it out - http://www.autopartsdeal.com/blog/.

B14 update

Still a lot of work to do on the car. Registration is due as well.
My license expires on my birthday, which is around less than a month away.
In other words, I have a lot to spend on these coming weeks.

Lousy neighbors

Just my luck. Here in the Philippines, you'll be lucky to find a neighbor who's not out to bring you trouble. I have two words for my dear hypocrite kapitbahays - "Scr*w y*u!"

B14 update

Started the engine two nights ago. Still got to let the piston rings level out. Break-in period should be for awhile since registration is already due. Still got a lot of work to do with the cooling system hoses and clamps. Road tests still far from possible.

Schumi to return to Formula One

Formula One seven-time World Champion Michael Schumacher is set to comeback this August 23 in Valencia, Spain, for the European Gran Prix. It'll just be for the remainder of the 2009 season until Felippe Massa fully recovers from his near-death accident during qualifying in the Hungarian Gran Prix. Massa ran over a spring from Rubens Barrichello's car at over 275 kph. It hit his helmet causing him to pass out and sustain skull fractures. He's now out of intensive care but has been advised by his doctors to take the rest of the season off.
As for Schumi, I think he's going to be a little rusty. Honestly, I'm not worried whether or not he wins. I'm more worried if he'll be able to escape death just like he did several times before his retirement on October 2006. He might not be so lucky this time. And for the record, I'm a big fan of Schumi, but only next to Tsuchiya. It'd be such a pity to lose the biggest name in Formula One in a post-retirement/comeback racing accident.

B14 update

Engine works underway...

'Ring time: 8 hours

Started grinding piston rings yesterday. Damn ring was so tough the first one took the whole day. Lolo Fidel will be using a hand grinder today. I hope everything goes well or P1,400 goes down the drain.

Probie no more

Today's my first day as a regular employee. Why does it feel like nothing has changed?

Writers needed

It's so hard to look for writers willing to write news for our company newsletter. Some people are so uncooperative, while others don't know how to keep their word. Guess I'll have to keep looking.

And they were all yellow

Came home yesterday to find the valve cover, exhaust manifold cover, bracket and drum brake covers painted in bright yellow. I'm having the strut bar painted yellow too. Once I save up enough moolah, I'm going to get the body painted bright yellow as well. Good paintjob by lolo Fidel. Can't wait to fit these parts in and see how they look.

Heads up

Finally picked up my engine's cylinder head yesterday at the machine shop in Navotas. Thank goodness! But it'll be at least a week before I and my girlfriend's grandpa can start working on it during the weekend.

The ring is evil

Rode a bus on my way home last night. They were playing the Lord of the Rings. The characters reminded me of Warcraft, with the humans and elves going up against the orcs. The love story between Aragorn and what's her name (I forgot), the elf princess played by Liv Tyler, reminds me of forbidden love between angels and demons. Liv Tyler gave up her immortality to save Aragorn in the story. Just can't help being moved by scenes of knights and orcs exchanging blows. Helped me forget about the traffic on Edsa.

Jason's back!

So cool. Found this photo while browsing around my Google Reader subscriptions. It's a bunch of Otaku-crazed cosplayers dressed up as Jason and his victims. I'm a fan of horror flicks, and Friday the 13th is definitely one of them. Seeing Japanese who share the same interests in gory stuff is quite... thrilling.

Sleepy

Can't... write... sleepy...

Chinese or Japanese?

An office mate sourced this photo of what seems to be the menu of a food stall. I'm not exactly sure though whether it's Chinese or Japanese delicacies. Only one way to know (besides buying, of course) is to talk to the proprietor of this here fine dining establishment. Maybe he or she can shed light on their profound menu of exotic food.

MRT during rush hour

Grabe, ang hirap talaga mag-MRT. When I was in UP, the situation on the MRT wasn't that bad. You still had space to move around in the cab. Now, with the number of commuters taking the MRT everyday, it's become intolerable. There are times when the train gets so packed, even thieves won't be able to pick your pockets. Like, for example, when about to board the train, you don't have to walk through the door - you'll be pushed in by what seems like a whole angry mob of football players trying to get to the ball. It's that bad.
But first, an update on my car. I went to the machine shop yesterday morning, only to find my cylinder head still on the work table. The shop owner told me his worker was sick, so my cylinder head was still sitting there. And so I still have to wait for that worker to get well and get started finishing my cylinder head. Great. More commute. Once again, I have to cross the great divide between a long, but more or less comfy trip on a city bus, or a quick, but hellish ride on the MRT. I've no intention of being late for work again, so I've pretty much no choice.
Just this morning, when I was to board the train, I was just standing, waiting to be carried in by the mob. Then suddenly, it came. The impact was so great that one of my slippers slipped off my foot. At that instant, a thought flashed in my mind. And then, a lighting-fast decision - I wasn't going to get off this train at Shaw Boulevard Station with one foot without a slipper.
I took a deep breath and pushed back against the sick, desperate mob. Part of me kept saying that my slipper was as good as gone under that stampeding crowd and that I should move on. But my left foot searched frantically for my lost slipper, felt it and hooked it on. And then I let go. I let go and the mob was all over me like a tsunami crashing against the coast of Sri Lanka. I got lost inside the train under sweaty arms desperately trying to get hold of the handle bars. At each station all the way to Shaw, angry mobs kept trying to get into the already jam-packed train. Those of us inside got squeezed tighter and tighter until the doors closed. I didn't really care. All I cared about was getting to work on time.

Meet the legends

Here's the car which started it all - the Toyota Corolla Sprinter Trueno. And the man who brought it to its cult status is none other than the Drift King himself, Keiichi Tsuchiya. More to come on these two icons of drifting. ^_^

Theme

I hope this is the final theme for my blog. I'm getting tired of switching between themes. Maybe this will satisfy me... for now.

Traffic again

Stupid traffic in Edsa again. Had to walk because the bus was going nowhere after reaching SM Megamall's front. Hay, buhay.

More than meets the eye

Stumbled upon some Transformers 2: Revenge of The Fallen news on Autoblog while doing my daily rounds. All you Michael Bay fans out there, take note - he's much more than meets the eye.

Autoblog article - http://www.autoblog.com/2009/07/08/michael-bay-filmed-megan-fox-washing-his-ferrari-as-part-of-her/

Parking blues

bad trip. ayaw na nila magpapark sa LTO ng Rizal capitol. mukhang sa Ynarez nlng ako makakapagpark. hay. cguro kaya nila pinagbawal para mapilitan magpark mga tao sa Ynarez. from P20/day, ngaun P50/day. >_<

Waste of travel time

hayyyyyyyyyyyyyyyy. was stuck in Edsa for like one hour. stupid bus driver drove so slow even a butterfly could overtake us. next time, non-aircon or MRT nalang..

Artist rendition

Low on funds

bad trip, ang mahal magpamachine ng head. P4k plus. wala na, buong sweldo ko napunta lng sa makina. wala na kong kakainin ng dalawang linggo. pag ndi parin tumakbo ung koche ittrade in ko na tlga toh. >_<

Stubborn B14

and my car still isn't fixed. ipapamachine shop ko pa ung cylinder head. a lot of work to do pa. and the worse part is, if it still doesn't run, baka ung MAF sensor na ang problema. P24,000 ang replacement sensor! hay naku!

We're moving

just heard news of a possible relocation at work.

All about me

I'm a journalism graduate from the University of the Philippines Diliman and now working as a web writer for an American online-based retail company. Right now, there's nothing more important to me than my loved ones, comprised of Jurise and my family, my job and the motor sport otherwise known by many as drifting. So stick around and you may learn a thing or two from me about this phenomenon which was born on the mountains of Japan, and the man who brought it from being an underground form of racing into the world of motor sports, the Drift King himself, Keiichi Tsuchiya. ^_^

My other blog

Photo by Kenny over at Flickr

http://www.eurotive.com/

if you're interested in European cars, check it out. it's my office blog. full of news about all things Euro, or at least those I'm interested in.

Hello world

first entry. woohoo!