240 Kit Nissan Turbo

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', 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.

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: 86.0 mm)
  • "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

RB20

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 twin 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).

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.

RB25

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 (T3 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.

RB26DETT

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 under 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 closer to the 320 HP mark. The reason for this discrepancy is a gentlemen's agreement between Japanese automakers to limit the advertised horsepower of any vehicle to 280 PS (276HP). 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).

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. After market performance parts makers also make oil pump extension drives to rectify this problem.

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 th

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