RB26 vs 2JZ | and WHY the RB26 is BETTER - ICONIC ENGINES #16

RB26 vs 2JZ | and WHY the RB26 is BETTER - ICONIC ENGINES #16

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what is up engine heads it's time for iconic engines once again and today we're talking about one of the most iconic engines ever made the way this engine was born and the things that it has achieved have forever cemented its status in the hall of fame of internal combustion of course i'm talking about nissan's rb26 engine a collection of two letters and two numbers known by virtually every petrolhead on planet earth and today as always we're going to discover our engine's history its specifications and its tuning potential but also we're doing something today that we usually don't do with iconic engines and that's that we're going to be comparing our engine of choice with another engine throughout the video you can probably already guess what we'll be comparing the rb26 with yes of course the 2jz it's eternal rival and a rivalry that was discussed probably already a quadrillion times but but today i want to offer a different perspective on this rivalry now i do understand that quarter mile and drag racing is probably the most popular form of motorsport in the united states and also in australia and i do understand that these two countries sort of dominate the english-speaking petrolhead part of the internet and it seems that that which matters most in quarter mile racing has somehow trickled down into the shared pool of petrolhead opinions and tainted our collective minds now i'm i love drag racing as much as the next guy and i definitely don't mean to diminish the achievements of the 2jz but saying that engine a is better than engine b because engine a can survive 1000 horsepower longer is like saying car a is better than car b because car a takes longer to overheat when it's idling at 5000 rpm in the middle of the desert there's so much more to an engine than its ability to take ridiculous power this is just one fraction of what makes it iconic and today i'm going to explain why as a petrolhead and as a man of culture you should prefer the rb over the 2jz [Music] so the full official engine code of the rb26 is rb26dett now d stands for double overhead camshaft e stands for electronic fuel injection and t and t are the two turbos fitted to the engine what does rb stand for well some will try to tell you that it's response and bounce or even rhythm and balance now in reality it stands for nothing it's just a designation code for an engine series like s r v g j z you name it whatever but i like to think that rb stands for race break because it would really be fitting now to truly understand where the rb26 comes from we had to take a look at the japanese during car championship or jtcc now this championship was known under many different things and held under many different regulations including fia's group a regulations but despite this it was always japan's premier touring car championship a place where manufacturers can demonstrate the capabilities of their cars and earn the reputation needed to boost sales the jtcc and later jgtc and finally super gt was always to japan and much of asia what the dtm was to germany and much of europe now both in 1987 and 1988 seasons of the jtcc were won by the fourth sierra rs 500 cosworth and even though nissan succeeded in winning the 1989 season with their skyline gts r they had realized even before this that their car was becoming less and less competitive it has roughly the same weight as the ford sierra but it was down on power so even before 1989 nissan started working on a car that had one goal to obliterate the competition in the japanese during car championship naganori ito was appointed as the chief engineer and kozo watanabe as the chief experiment engineer for this new project now the r32 project was a bit of a personal vendetta for chief engineer ito and this is because the previous generation of the skyline the r31 was seen as a bit of a failure by long-time skyline owners skyward enthusiasts as well as car critics in japan now it aboard the brunt of this criticism because his name was on the project but interestingly enough he was forced to put his name on the project only because it was suddenly assigned to him and he was asked to finish it because the original chief engineer of the r31 project shinichiro sakurai had fallen ill so to clear his name naganori ita asked to be allowed to lead the r32 project from the very beginning the starting point for the new project was the already existing 2-liter rb20 engine that was powering the current skyline gtsr now the engine was overboard and stroked to 2.4 liters to increase the power output and although this did increase power ito and watanabe quickly realized that power on wasn't enough to upset the legendary sierra causeward because power was something that the sierra had in spades so in addition to improving power the engineers decided to also improve the way the power was put down on the ground instead of being rear-wheel drive only the new car would be all-wheel drive and for this purpose a brand new state-of-the-art all-wheel drive system was designed a tessa ets advanced total traction engineering system for all terrain with an electronic torque spot and this giant acronym was beyond anything seen at the time it featured multi-role chains driving a wet clutch pack and a high pressure electronic pump pressurizing the oil for said clutch pack all of this was then controlled by a 16-bit computer and a 3-axis g-sensor underneath the car i'll remind you that these were the late 80s as if this wasn't space-age enough the car would also receive a more advanced version of nissan's high cast or high capacity actively controlled steering essentially it was rear-wheel steering that received inputs from numerous sensors such as the steering angle vehicle velocity and many more to control the rear wheel toe to enable both low speed maneuverability and high speed stability now all this technology did do wonders for traction but it also increased the weight of the car by 100 kilograms which meant that the 2.4 liter engine wasn't enough anymore so the engineers enlarged it again this time to 2.6 liters and then they got sick of all the rb20 enlarging so they developed a brand new block and cylinder head for the new engine and thus the rb26 engine was born production officially started in august of 1989 and nissan started campaigning the car in group a racing in 1990 but before the new car was officially offered for sale in the lattos in the japanese during car championship it went to nurburgring to offer a taste of what's to come when it got there it decimated the current record held by porsche at 8.45 it

decimated by more than 20 seconds clocking in a time of 8 20 making it the fastest street eagle series production car around the nurburgring at the time so it did well with the nurburgring i'm sure okay but what about its main goal to dominate the japanese during car championship well the r32 did that it did it like no car before it or after it all the 29 races that the r32 entered it won 29 it won the championship every single year from 1990 to 1994. in fact the group a regulations had to be suspended due to the ridiculous domination of the r32 skyline gtr the r32 was also introduced into the australian touring car championship in 1990 where it quickly ended the reign of the previously all-conquering ford sierra cosworth winning the championship from 1990 to 1992. it also won australia's largest race the bathurst 1000 in 1991 and 1992. in fact the dominance was so ridiculous that the australians nicknamed the car godzilla as in the monster from japan yes it was the australians that gave the gtr the nickname godzilla now following this overwhelming dominance the australian touring car championship also decided to change its rules to forbid all-wheel drive and turbo charging to prevent the r32 from competing and making things boring also in 1991 over the spa 24 hours the r32 beat the porsche 911 and the bmw m3 evolution scoring the fastest lap time and the overall win overall the godzilla moniker was justified and naganori ito's name was cleared and everybody raved about the insane capabilities and the technology of the r32 skyline the r33 came in 1995 and although it was the first series production car to circle the nurburgring in under 8 minutes and although it did win races it didn't have quite the motorsport success of the r32 same goes for the r34 which also brought about numerous improvements and pop culture fame but didn't quite amass the same number of trophies as they are 32 mostly because rules were already changed everywhere to get rid of these cars all know a skyline gtr sporting an rb26 engine won a total of 13 titles in the japanese during car championship on the other hand a supramark iv won a total of six titles when a supermarket iv scored its most famous win in the touring car championship the one in 1997 the castro tom supra it didn't actually have a 2jz under its hood it had a four-cylinder 3s gte because the 2jz was deemed to be too heavy while starting in 2000 the supers competing in the touring car championship actually used the 3uz v8 engine so although the 2jz is a quarter mile giant it's kinda undeniable that the rb26 is as well but when it comes to professional international motorsport the 2jz really pales in comparison to the rb26 interestingly enough both the r34 sky1 gtr and the supermark 4 would end production in 2002 the nissan gtr would return in 2007 with 470 horsepower from a nissan engine hand built in a nissan factory and again it would do that which it does best bring state-of-the-art technology to the playing field and make very expensive cars with fancy badges of oxal the supra on the other hand returned in 2019 with a hard borrow from bmw and realistically about 20 more horsepower than it had 17 years ago so we have a 2.6 liter inline-six and as

you probably already know inline-six engines are beautifully balanced with perfect primary and perfect secondary balance so although we do say perfect there really is no such thing as truly perfect balance in a reciprocating piston engine and all the imbalances actually come from the piston masses themselves and this is why increasing the number of pistons and reducing the mass of each individual piston actually makes the engine smoother and better balanced now although cost and practicality has killed engines like the rb20 or the miniature v12 engines of the past the reality is that small displacement engines with many cylinders can be incredibly smooth and a 2.6 liter inline-six at least on paper has smaller imbalances than a 3 liter n6 engine we have a very over square engine design with 86 millimeters of bore and 73.7 millimeters of stroke the result is an engine that drifts high and happily spends lots of time at high rpms compared to this the 2jz is a square engine design with 86 millimeters of board and 86 millimeters of stroke the longer stroke of the 2jz doesn't just increase displacement it also limits the maximum rpm of the engine but it also does contribute to the maximum horsepower and torque being achieved earlier in the rev range in general the rb26 can be described as a peaky engine that comes alive at high rpms and feels better the higher you rev it and the harder you push it in contrast to this the 2jz at least in stock form is more of a grand tour design offering acceleration that can feel more immediate and effortless while being a bit less rewarding at high rpms another factor that contributes to this is that the 2jz is a sequential twin turbo while the rb26 is a parallel twin turbo which of these two you prefer really comes down to the intended application and personal preference the engine block is a closed deck cast iron design and as we know this is an old proven formula for good strength and boost holding interestingly enough kozo watanabe who became the chief engineer for the r33 and r34 project said that he wanted to develop an all-aluminum aligner os block for the rb26 engine but couldn't do it because of cost issues so is at least one example where cost cutting turned out to be good for the tuning community inside the block we can find a very strong stout forged crankshaft together with some pretty strong forged connecting rods the pistons are cast aluminum and they have an integrated oil gallery into which block mounted oil nozzles spray oil to keep piston temperatures in check the cylinder head is belt driven dual overhead cam with four valves per cylinder and some pretty well designed pen roof combustion chambers together with some pretty large valves in fact the rb26 manages noticeably larger valve diameters despite an identical board to the 2jz also the rb26 has an overall better port design especially on the intake side and it has a better flowing head the valve actuation system is very similar on the rb and the 2j and we have the camshaft acting directly on the valve without any sort of rockers in between the r32 engine has a shim under bucket design which has later evolved into a shimless design on the r33 the camshaft specs are also kind of similar on both the engines and are pretty mild which was a result of the need to respect the gentleman's agreement on power which was in force in japan at the time but the rb26 is another ace up its sleeve individual throttle bodies itb is a single throttle body for each individual cylinder or in the case of the rb26 three sets of two throttle bodies the only real downside to itbs are increased manufacturing costs and an increased number of moving parts but this is a small price to be paid for the improved power throttle response and engine sound when you see itbs on an engine in stock form it's a query indication that manufacturer is very serious about the performance of the engine and or the engine needed to be homologated as such maybe itvs are one of the reasons why some people think that rb stands for response and balance well that doesn't really matter what's important is that the itps are one of the reasons why the rp26 is one of the best sounding engines to ever come out of japan and an absolute joy to drive [Music] of all the engines we have covered so far in iconic engines the rb26 is probably the most tuner friendly engine it's actually one of the most uro-friendly engines period anywhere ever made and this is because the engine was developed with around five to six hundred horsepower in mind and then detuned to meet the gentleman's agreement this means that the bulk of the tuning the most important things were already done by some very clever people and then masked using mild camshafts and boost reduction this detuning was painfully obvious on the r32 for example which featured a boost restrictor in the hose going from the boost solenoid to the turbo wastegate the restrictor restricted the amount of air being boiled from the uh from the system which caused the turbo wastegate to open earlier and reduce boost pressure but nissan wanted to make it easier for owners to remove this and increase boost pressure so they marked the offending hose with a dab of yellow paint so all you had to do was replace a little piece of hose and boost would automatically increase from 11 to around 14 psi so about 5 minutes under the hood with some very basic tools and you could call yourself a tuner but let's say you want something more serious than a bump of 4 psi of boost pressure let's say you want around 500 horsepower well you can do that of course with an rb 26 without opening the engine up to get around 500 to 600 horsepower all you got to do is bolt-ons like a larger intercooler larger injectors upgraded fuel pump maybe a set of camshafts and you definitely need to replace the stock t28 turbochargers you have a ceramic wheel which is kind of fragile so you need something a bit more robust and probably larger to get to 500 or 600 horsepower a standalone issue is also going to be a really good idea for both power and safety fortunately the rb 26 aftermarket is still pretty strong and we have a lovely plug and play kits like this one from aem which makes installing a standalone ecu an absolute joy automaking 500 or 600 horsepower on stock internals is definitely possible we have to remember that these are 20 to 30 year old engines so when we say stock internals we mean very fresh rebuild stock internals or something kept in a museum with regular fluid changes and being started up from time to time to keep the engine alive so when we say stock internals we mean healthy stock internals now people have made more than 500 or 600 horsepower on stock internals some have even gone beyond 700 horsepower on stock internals but we have to be realistic at this power level with stock internals the engine will have to be babied when you're driving it and mindlessly trashing it at this power level and stock internals will not last long probably the most infamous obstacle to big power on stock internals on the rb26 is the oil pump or more correctly the combination of overly loose currencies and small contact patches between the crankshaft and the oil pump this was present on the early engines made from 1989 to around 1991. now these engines are characterized by a short nose crankshaft and require precautions either in the form of n1 or aftermarket parts to prevent oil pump failure at high rpms nissan later rectified this issue themselves with the introduction of the long nose crankshaft which didn't suffer from the same problems the long-nosed crankshaft is also one of the reasons why the r33 and 34 can rev higher than the r32 engine now going safely and reliably beyond five to 600 horsepower is going to be a different and more expensive ball game you will need to open the engine up and it's a good idea to replace the stock pistons and rods with forged aftermarket pistons and rods the crankshaft can stay if it's healthy in perfect shape or brand new unless you're playing to venture beyond 1000 horsepower up to about 1000 horsepower the crankshaft has been verified to be reliable and it can take this sort of power level to ensure that the block is up to the task of massive power levels many will choose to sonic test the block to measure board thickness and measure block hardness and check for core shifting now rb26 blocks have multiple different stampings to differentiate the basic stock regular blocks from the n1 and gt blocks now although the n1 and gt blocks have a one millimeter thicker black deck and they do have a higher nickel content core shifting has been found in these blocks as well and they do have variations in board thickness too so if you decide to chase a massive power levels then block measurement is important regardless of the block stamping now this variation board thickness and presence of course shifting is one of the reasons why people claim that the 2jz is better than the rb26 because thanks to toyota's crazy over engineering efforts uh and quality control from the 90s the 2jz blocks do have less variation in their castings they are more consistent and this is why they can attack silly power levels with a bit more confidence to get massive power most will also choose to replace the twin turbo setup with a very large single turbo although twin turbo 1000 horsepower rb26s have been built it's usually easier to get massive power with a single giant turbo also in the interest of flowing the absolute maximum amount of air and sustaining massive boost pressures the stock itb setup will be replaced with a single giant intake plenum with a single throttle body if you're chasing massive power levels you will need more aggressive camshafts and you'll probably need cams that have more than 9.15 millimeters of lift now 9.50 millimeters of lift is around the physical limit of a camshaft you can fit inside the rp-26 cylinder head if you want to fit a larger camshaft you will need to grind or machine away parts of the head for the lobe to clear the head now when it comes to very aggressive camshafts the rb26 is already set and you don't have to do anything else to the valve chain because it has a shim under bucket or a shimless bucket system which is great unlike that on the 2jz which uses toyota's characteristic shim over bucket system now a shim over bucket system makes it a lot easier to adjust valve currents on the engine but it also makes it impossible to use very aggressive cams with it because you risk a shim flying out out from the bucket and basically making a mess under your cam covers the better fall and better port design of the rb26 head is also a noticeable advantage at massive power levels because the head isn't an obstacle to power and doesn't require as much modification on the 2jz where the head can sometimes be a bit of a bottleneck in the system so although it's definitely fun to build 1000 horsepower engines i think that in the case of the rb26 it sort of takes away from the character of the engine a bit this may not be a popular opinion but i think the rb26 absolutely shines at about 400 to 500 horsepower because of this power level it gets to keep its amazing soundtrack and driving feel which clearly demonstrates the motorsport routes of this engine and at this power level it also still beautifully complements the amazing chassis and drivetrain of the skyline gtr although decades of aftermarket evolution have changed our perception of the capabilities of the 2jz and the rb26 when it comes to the original purpose and the original intentions of the engineers behind these engines it becomes evident that every aspect of both the gtr and the rb26 has racing in its genes something that this current engine combo has more than demonstrated with undisputable results in the field of motorsport although the obsession with triple digit horsepower seems to imply that casting consistency and core shifting is what we should be concerning ourselves with in stock form the 2jz and the supra next to the gt-r look like just another overweight rear-wheel drive grand tourer and an engine suitable for such a car the 2jz's greatest claim to fame is its ability to swallow massive horsepower which is a consequence of toyota's over-engineering and quality control which is impressive in its own right but next to the rb 26's tangible motorsport heritage the 2jz at least in my book looks a bit boring and there you have it the rb26 juxtaposed against the 2jz and now as always we end the video with some cringy rap from the r to the b to the 2 and the 6 put your helmet on and get your sucks i was born to race and race i did pole position on the starting grid the highest part on the podium is where i'd be they would bend the rules to get rid of me i was born to win and when i did a 2jz is better oh no god forbid all my opponents end up a casualty so neil before me i'm jdm royalty that wasn't bad

2021-12-02 02:46

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