how should i build an rb25det
- Thread starter tbrindle
- Start date
s13silvia
doughnut muncher
Best answers are from OZ and US tuners on youtube. Everything you could ever need to know.
Weaknesses tend to be the piston ring lands on cyl's 5 and 6. Don't go cheap on ECU programming, manifold or turbo, that's your primary source of power, building won't do shit for power; its to improve strength of the engine. But once you're over 500bhp there's no guarantee's on reliability as you're far outwith the engines designed output. Personally I'd stick with the over-top intake manifold or get a custom equal-flow intake (not a freddy plenum).
I can't see why anyone would look past Garrett and their gen2 GTX series - it's the dogs bollocks, proven time and time again, and since you only have one turbo it's affordable.
6boost make good quality manifolds
Nistune/Apexi/HKS/greddy are all affordable tuning solutions
Any 3-4" second hand exhaust will do.
As for budget, work out what you've got to spend, and triple it - then plan to spend some more.
Weaknesses tend to be the piston ring lands on cyl's 5 and 6. Don't go cheap on ECU programming, manifold or turbo, that's your primary source of power, building won't do shit for power; its to improve strength of the engine. But once you're over 500bhp there's no guarantee's on reliability as you're far outwith the engines designed output. Personally I'd stick with the over-top intake manifold or get a custom equal-flow intake (not a freddy plenum).
I can't see why anyone would look past Garrett and their gen2 GTX series - it's the dogs bollocks, proven time and time again, and since you only have one turbo it's affordable.
6boost make good quality manifolds
Nistune/Apexi/HKS/greddy are all affordable tuning solutions
Any 3-4" second hand exhaust will do.
As for budget, work out what you've got to spend, and triple it - then plan to spend some more.
BenRice
Well-Known Member
Going to disagree with a bit of the above sorry
Assuming this isn't a shit-kicking exercise by another bored high school kid, to hold that kind of power is nothing new
I'd say the US doesn't have the history in RB engines that Aus and NZ have. When it comes to RB engines 90% of info i've seen come out of the US is crap fanboy shit tbh
Finding a good crank & block is the first port of call. Starting with a NEO head also helps as they flow significantly more than the S1 & S2 heads from factory
Forged pistons & rods from whoever fits the budget, then ACL or Kings bearings, ARP rod bolts and head studs, MLS steel headgasket, crank collar, OEM oil pump, upgraded springs & retainers and 272 cams if they're in the budget and you've got a stout long block. Venting the crankcase (not just the cam cover ports) is the most important thing that is overlooked as well. Plumb it through the block, down next to where it meets the sump and to it's own catch can.
Exhaust manifolds: Sinco have a lifetime warranty, are better priced than 6boost and equal quality. Don't skimp on the wastegate and go Turbosmart
Intake manifolds: the over-the-top is a PITA. The Freddy's are fine if you make sure the mating surfaces have been linished and pressure tested
Turbo: Garrett are fine if you have the budget. Most don't, and get equal or better results our of Holset's and BW. Borg Warner has become the turbo of choice now with the RB crowd here, but Holset represent the cost-effective alternative. With Compressor Racing in the same country you'd be mad not to use one of their units
ECU: For a build like this and with what will have to go into it you want to keep tabs on it as good as you can. Link & Haltech have been used time & again on these setups and have a huge amount of resources available for this specific application. You'd be crazy to run a AFM/MAF and not run MAP, and the older ECU's won't allow this, and don't have the features to keep it all in check
1000cc injectors, external oil cooler, big radiator, electric power steering pump, new harmonic balancer, Spitfire or LS / R8 coil conversion, twin disc clutch and an RB25 gearbox at a minimum. Not to mention a surge tank ,044 external and all the associated wiring you're going to be spending a metric tonne before even getting to turning the key so be prepared
Assuming this isn't a shit-kicking exercise by another bored high school kid, to hold that kind of power is nothing new
I'd say the US doesn't have the history in RB engines that Aus and NZ have. When it comes to RB engines 90% of info i've seen come out of the US is crap fanboy shit tbh
Finding a good crank & block is the first port of call. Starting with a NEO head also helps as they flow significantly more than the S1 & S2 heads from factory
Forged pistons & rods from whoever fits the budget, then ACL or Kings bearings, ARP rod bolts and head studs, MLS steel headgasket, crank collar, OEM oil pump, upgraded springs & retainers and 272 cams if they're in the budget and you've got a stout long block. Venting the crankcase (not just the cam cover ports) is the most important thing that is overlooked as well. Plumb it through the block, down next to where it meets the sump and to it's own catch can.
Exhaust manifolds: Sinco have a lifetime warranty, are better priced than 6boost and equal quality. Don't skimp on the wastegate and go Turbosmart
Intake manifolds: the over-the-top is a PITA. The Freddy's are fine if you make sure the mating surfaces have been linished and pressure tested
Turbo: Garrett are fine if you have the budget. Most don't, and get equal or better results our of Holset's and BW. Borg Warner has become the turbo of choice now with the RB crowd here, but Holset represent the cost-effective alternative. With Compressor Racing in the same country you'd be mad not to use one of their units
ECU: For a build like this and with what will have to go into it you want to keep tabs on it as good as you can. Link & Haltech have been used time & again on these setups and have a huge amount of resources available for this specific application. You'd be crazy to run a AFM/MAF and not run MAP, and the older ECU's won't allow this, and don't have the features to keep it all in check
1000cc injectors, external oil cooler, big radiator, electric power steering pump, new harmonic balancer, Spitfire or LS / R8 coil conversion, twin disc clutch and an RB25 gearbox at a minimum. Not to mention a surge tank ,044 external and all the associated wiring you're going to be spending a metric tonne before even getting to turning the key so be prepared