FE-FC Holden Discussion Forum

 thinking about putting rb25 turbo into fc ute is it a big hassel open to other conversion have a186 triple su a couple of of greys a  couple of rb30 and a 308 HELP ???

My brother just put a toyota super charger on his 186 in his HT and it goes REALLY HARD
(http://i19.tinypic.com/523rpjn.jpg)

(http://i14.tinypic.com/4kezvo2.jpg)

Can't recall seeing the RB in FC conversion done.
It could be done, as it has been done in other early Holdens.
(http://img.photobucket.com/albums/v117/customfc/Car Shows/07 EJEHNats/07EJEH028.jpg)
(http://img.photobucket.com/albums/v117/customfc/Car Shows/07 EJEHNats/07EJEH029.jpg)
It would be different.
Regards
Alex

Spybo in the SA Club has a sedan with an RB engine and box. He's not on the forum much so you'd better look him up and email him.

(http://i18.tinypic.com/61nrw5f.jpg)

thank you for the pictures just waiting on camera to charge will give you a look at set up in my ute in picture i have not removed any of the hump i have  just about every think for any conversion will show in pictures later thanks again rod ::)

sorry to be a pain but how do i put the pictures on thank you rod

Comprehensive instructions here - http://www.fefcholden.org.au/cgi-bin/yabb/YaBB.cgi?board=album;action=display;num=1102989476

Take a look at photos of members cars NSW club Marks Modifyed FC UTE I made up my own kit to fit a Toyota blower on a Holden six and it  goes well and the motor is still GMH in a GMH car .

talking to mate yesterday who has a fc ute 308 turbo 400 could not understand why i was wasting my time whiff the rb25 said put a v8 in my ute pre- pollution just a silly question if you went v8 would you go chev 307 or holden 308 thank you rod

whiff?  ::)

The V of the Chev motor is narrower than the Holden, which makes for an easier fit in the confined space of the FE/FC engine bay.

cheers
RET

I am currently do a conversion in my ute with an RB25 motor.

Happy to help if I can.

Send me a PM.

JAson

hi jason just wondering if i could call you my number is 02 63522947 thank you rod

Both have been done before, Ed's custom wagon has a Holden V8 and Glenn's Wagon has a chev. Both cars are in the "Real Cars Section".

But having said that, who is building your car? You or your mate?

Hey Rod,

the RB conversion in Alex's pic is a fine piece of work,  I saw it at Tug in the Park last year.

Any V8 conversion is a bit of a hassle, especially if you want to retain a serviceability and practicality.  Each motor has its pros and cons too but having said that the Chev would be easier.. loads of aftermarket brackets, performance gear, and now with crate motors it seems so much easier.

I wouldn't discount the RB especially once you have a turbo in place, keep in mind the 308 or chev is still a pushrod v8.. servicing is relatively easy tho.

COME now make V6 stroker kits and coupled with forced induction present a great lightweight and powerful combo.. of course you can only have as much power as you're willing to spend.

so...
it's important to ask yourself why are you converting and how much do you want to spend?  

im currently overhauling my driveline (304 and upgraded to TH700R4 from TH400.. yes... upgraded.) and it is very tempting to get carried away and spend big to get good numbers... im having to ask myself the same questions.... what do i want and why??

just some points to consider.

Cheers

Ed

Might help this bloke more if more info was shared about rough conversion prices. It may help him make his mind up....

So which conversion would cost more???

You should also bear in mind that with a V8 you will have a car that is very heavy in the front, it is no secret car manufacturers try hard to get a 50/50 weight split so the car will turn into a corner far better than dumping a heavy V8 into the front of an FC ute! I have done V8 conversions in these cars & can guarantee my utility with a 6 cylinder goes around corners far better than the V8 alternative. If you just want to go fast in a straight line, it's your call but you should consider all aspects of driveablilty.

nes if he knew the cost he wouldnt even start!

to do it all properly it's not cheap. whichever option.

FC427 is right, with the V8 is heavy in the front you can just feel the car ploughing thru corners... but yeah I didnt make mine to go round corners.. just cruise about.  kind of like a harley Davidson versus a sportsbike.

Cheers

Ed

i was talking to a engine builder rb30 with a rb25 head no turbo 175kw to back wheels  what do you reckon  thanks again for all your patience rod

i reckon he's talking BS....
or not telling you an awful lot more than just a a RB25 head.

he said it would run forged pistons h rods tommi cams thanks again rod

I still have my doubts about 175 rwkw without a huffer.



courtesy of wikipedia....

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 using a RB30E bottom end mated to a RB25DE or RB26DETT cylinder head and turbo (RB20DE and DET heads are generally not used as there's little or no flow improvement). The RB25DE cylinder head from the R32 Skyline, A31 Cefiro or C33 Laurel can be used, and fits almost directly on. 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]


courtesy of wikipedia.

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 using a RB30E bottom end mated to a RB25DE or RB26DETT cylinder head and turbo (RB20DE and DET heads are generally not used as there's little or no flow improvement). The RB25DE cylinder head from the R32 Skyline, A31 Cefiro or C33 Laurel can be used, and fits almost directly on. 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]

Australian Muscle Car Magazine, Issue No 1 features an FC with an RB30.

Spinner

Ed,

too much information


too much information

Cheers
John ;D

you not seen Goodfellas?

Johnny "two times" says everything two times.

"gonna get the paper... get the paper"

Cheers

Ed

;D

Sounds like the Aviator...

hey you're an Aviator  :P

cool avatar Jas.

Cheers

Ed

Lol, how much money do you have to spend that is sounding VERY expensive.

IMHO anyone talking about running any kind of RB20/25/30 motor N/A is nuts. The beauty of the RB motors has always been the copious amount of power you can get out of them reliably with boost.

How much $$$ do you have to spend on this conversion?

I think the RB swap and the V8 can cost about the same, it all depends on how you source your parts, how knowledgeable you are, and how much work you can do yourself. A conversion that costs under $10K for someone can cost $20K+ for someone else.

But as a general rule of thumb that has been told to me, and I have found true almost every time, whatever you think a project is going to cost double it and you will have a reasonable estimate.  :) No kidding!

But may I ask what you want from this conversion?, do you just want a reliable and fun driver, if this is the case I would just go V6, plenty of torque from 3.8l, the conversion has been done plenty of times and parts are so easy to get. A V6 can easily make more power than a tired old badly tuned 253/308.