Friday, March 23, 2012
There are people looking for Nissan Skyline RB26DETT metal type of cylinder head gasket, curiosity made me go to find the parts and asking for the pricing.
As we found that even the OEM parts from Nissan, the cylinder head gasket for this Nissan RB26DETT is the graphite type of material, and looking at the pricing, one metal cylinder head gasket for RB26DETT can be 2 times higher than the Overhaul Set Gasket which with the graphite material (The set which is Japan parts).
So why still need to change to the metal cylinder head gasket? It's seem RB26DETT also have few version, the normal RB26DETT, RB26DETT N1 version and the RB26DETT Z2 version.
And for 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.
Hmmm.... it said modified with NISMO parts, is it mean originally only this RB26DETT Z2 parts is modified and the metal cylinder head gasket is use for this model, but may be some who just want to change the metal cylinder head gasket no matter what RB26DETT they are using.
Friday, March 16, 2012
The Proton soon to be review model, under the P3-21A codename (Maybe later they will be a naming the new Proton competition), which is to be the Proton Waja replacement model.
So other than the exterior which should be have a major makeover, will they give any suprise on the engine side?
Judging from their engine codename, CAMPRO-IAFM+ and CAMPRO-CFE, which still have the CAMPRO wording infront of it, it should be the same family of engine that are from the first genenaration of Proton GEN2.
Since the Proton GEN2, Proton had already launch model like Pesona, Exora and BLM, all this Campro engine have a similar design on the Engine Head, they only made some improvement by changing the Intake manifold system and the rocker cover design.
Hopefully we can see more changes than those 2 areas in the new model.
Wednesday, March 7, 2012
Mitsubishi 6A12 engine is commonly use in Malaysia local Proton Perdana 2.0 V6 model, so sometime the Mitsubishi FTO owner looking for some engine gasket or even timing belt, when they quoted that is 6A12 engine, they might get the wrong item.
The FTO 24V V6 Engine AKA 6A12
The FTO engine comes in several guises, but the most interesting is the 24valve V6 found in the GR, GP, GPR and GPX versions. The main difference between the GR and GP/X/R is the additional of variable valve timing to allow the engine to run different cam profiles at different revs. The MIVEC system is very similar to the honda VTEC system in that it adjusts timing on both inlet and outlet ports. Many cars that offer variable valve timing only control the inlet ports timing and do this electonically rather than using two cam settings. The FTO has two sets of cam lobes (giving it 4 cams in total), one for low-down torque response and the other for top-end power. These are electronically controlled and hydraulically actuated. The transition between low and high cam settings is not as abrupt as the VTEC system which can feel like a turbo kicking in, but it is noticable and the car does seem to "dig-in" more when this happens. The point at which the cams switch is about 5500rpm, but by use of a MIVEC controller it is possible to alter this. This can simply be a case of dropping the rpm point, but the more sophisticated controllers also allow you to specify the lift for different RPMs.
6 cylinders in a V shape with a 60° angle with double overhead camshafts.
Combustion is carried out in a pentroof type combustion chamber
Cylinder bore of 78.4mm, piston stroke or 69.0mm and a compression ration of 10.0
There are three ignition coils controlling the spark plugins in pairs (1+4), (2+5), (3+6)
The valve timing at low speed is at 15° (Intake opening), 41° (Intake closing), 41° (Exhaust opening), 15° (Exhaust closing) and at high speed is 37.5°, 82.5° for the intake and 75°, 30° for the exhaust.