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] |
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;
There were a variety of 2.0 L RB20 engines produced:
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.
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).
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.
The 2.5 L RB25 engine was produced in three forms:
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.
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:
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.
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]
Four models of 3.0 L RB30 were produced:
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.
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.
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.
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.
---
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.
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.
Body type: Sedan
Drive: RWD Displacement: 1998cc N/A and turbo, 2498cc N/A
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
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
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.
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.
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.
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.
