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3200HP+ RB Block With A 2JZ Twist | 100PSI of Boost, Bullet Race Engineering [TECH TALK]

November 15, 2019

– One of the age old debates when it comes
to import drag racing is the 2JZ versus the RB26 or RB30 these days. And we’ve got fans on both sides that are
pretty heated about supporting their particular brand of choice. Now Bulllet Race Engineering have been
making billet aluminium blocks for both the 2JZ and the RB26 for some time now. And we’re here with Darren from Bullet
Race Engineering to talk about a unique twist that they’ve just applied to their RB30
block. So let’s get into the elephant in the room
here, the 2JZ and the RB26. And in a subtle way, you’ve actually kind of
combined two aspects into one block, so can you tell us what you’ve done here. – Well we’ve had a look at the two engines
and basically what we’ve seen is the 2J, the crankshaft in the 2J we have a seven
millimetre larger main journal. So when you have a look at this in the
design of the crankshaft, in the RB crankshaft with the small main journal we’re getting
a lot of torsional twist over the length of the crankshaft which of course takes
power away from the back wheels because it’s going into bending the crankshaft. And so what we thought was how about if
we make an RB crankshaft with a bigger main bearing and as it happens, the 2J main
bearing shells would easily fit into an RB configuration so it was a matter of
changing the tunnel size and moving the main studs to the appropriate location and
increasing the material down there and then designing a crank to suit. – So let’s back up and I can feel the heat
building on the internet already, so let’s be really clear, this is not a 2JZ,
this is still very much an RB, you’re still using an RB head, essentially
it’s still an RB30 in terms of the block architecture and really the part that you’ve
borrowed, stolen from the 2JZ is just that main bearing journal diameter giving
you easy access to an off the shelf bearing that your customers can then buy and install? – Yeah correct so it was just, you didn’t want
to go in and take it to the extreme where you design a custom bearing which then
costs a fortune and then just adds to the price of the overall project. – Alright so you’ve got that seven millimetre
bigger journal diameter and am I right in guessing that that’s going to increase the
overlap between your main bearing journal on the crankshaft and your big end journal
adding to the rigidity of the crankshaft, that’s what you’re talking about with reducing
the torsional twist? It does, it reduces it in that way but in another
way we’ve reduced the overlap, we still have more than what we will with a
90 millimetre stroke RB crank but we’ve gone and used a Honda big end
journal and the reason that we’ve done that is that’s what’s being used in the industry
at the moment. But in addition to that, because it’s smaller,
that allows us to have more material in the aluminium rod around the rod bolt which is
the weakness. Some people question the rod bolt but if you
knew where, how the aluminium was behaving around the rod bolt, that’s where
you’d be worried. So that’s given us a lot more material around
there. – OK so it’s important to mention there as
well, that Honda big end bearing, that’s actually become quite a common
choice, a lot of the V8 guys are also running that shell so it’s not an uncommon decision
to go that way? – No and I mean even in the world record
engines now in the 2J format, that’s the big end bearing that they’re using
as well so why not stick with it, it’s not broken so why fix it? – Now you’ve mentioned there that one of
the drivers with going to that smaller big end bearing journal diameter is the
spacing there with the rod bolts and a lot of this comes down to the clearance that
you’ve got with the aluminium rod, it’s a very bulky rod compared to a steel rod
and you’ve got clearance considerations there wherein you’re still running what is in
V8 terms a relatively small bore diameter, is that accurate? – Yeah so because you have a small bore
diameter, you’re well under a four inch bore, you have to get the conrod down the
bore to assemble the engine so that limits how wide the conrod can be. So by reducing the size of the big end pin,
that gives us more material because we’re limited on the outside diameter. – Now one of the issues obviously going to
a custom block like this where you’ve manipulated the main bearing journal size,
the big end journal size is obviously no longer going to be able to run an off the
shelf crankshaft, so how have you dealt with that? – So in conjunction with Callies, we designed
a crankshaft for this new platform and sent the design with them with some
back and forth with their engineers and then we’ve come up with a new crankshaft which
is what they call in their ultra billet range which is their name for that product. So it’s the same as their pro mod cranks
or in their V8 range whatever they make. It’s entirely made in the United States and
shipped out here. We’ve had 15 of them made so we have an
engine that will be run for the first time in a couple of weeks in the U.S. and the whole
idea behind this was to get NIssan up there with the 2J, there’s a lot of Nissan guys that
are running 2Js because that’s the platform that’s evolved and now we have a level
playing field and now it’s Nissan versus Toyota in the pro outlaw classes and let’s
let the guys battle it out and see who can be the fastest. – Fair enough, now before I talk a little bit
more about the power levels you’re expecting, with that crankshaft, again
obviously going to a custom billet crankshaft, huge amount of flexibility on
other design parameters so is there anything else you’ve changed in that
crankshaft to give an advantage with this new motor? – Yeah so one of the other failings with the
RB crankshaft was the snout. The snout is quite small in diameter and it’s
not as long as what you would like, meaning that the balancer only really has
about 19 millimetres of purchase on the front. So what we did there was we’ve increased
the diameter by five millimetres which gives us more wall thickness between the balancer
bore and the outside diameter. And then we’ve increased the keyway to a
5/16 keyway and then we’ve increased the length by another 19 millimetres. So we’ve basically doubled the amount of
purchase that the balancer has on the end of the crankshaft and so you could still
use the ATI balancer but we have a hub, so you still use the outer ring but then you
use a custom hub. – And also you mentioned off camera before
you’ve made some changes to the fly wheel drive flange as well? – Yeah so we’ve gone to an eight bolt,
we’ve increased the flywheel flange by 10 millimetres in size and then we’ve gone
from six bolts to eight bolts and we changed the pitch circle as well. We didn’t run with a 2J pitch circle with the
eight bolts because the pitch circle put the bolts out fairly close to the outside and made
the wall thickness a little bit thin. So we came in a little bit there and we used
a 7/16 UNF thread which means that you can use a small block Chevy, or small block/
big block Chevy flywheel bolt which is just for ease and there’s plenty of that stuff
around and it’s cheap. – So a lot of little subtle modifications there
aimed at increasing the material thickness, the wall thickness and obviously changing
there to those readily available bolts as you’ve just mentioned for the flywheel,
so all these subtle things add up to increased reliability. At the sort of point these engines are now
producing 2500, 3000 wheel horsepower and potentially above that which is a nice
segway, where do you see the limitations of this block when it’s pushed to its maximum? – Well it’s hard to say, the guys at the
moment, when you have a look at the numbers they’re running, they must be up
at around the 3200 horsepower level. Talking with some of the teams, they’re at
100 psi of boost and they’re adding some nitrous for good measure. So what’s really becoming the limitation now
is the cylinder head. So they effectively, if you have a look at the
cylinder heads, the factory cylinder heads, the amount of CFM that they flow is below
what’s required for that size engine at the RPM they’re turning. So once the cylinder head development
comes along, which you know we’re working on billet cylinder heads now, so once that
comes along and we’ve sized the cylinder head and the port size is correct for the
engine size and RPM, then I think we’ll see even higher power levels. – Look it’s been interesting to get some
insight into that engine and the reason you’ve made those changes and we certainly look
forward to seeing if the RB guys can actually take it to the 2J guys and compete
on an even footing with this engine, so thanks for the chat there Darren. – No worries, thank you. – If you liked that video
make sure you give it a thumbs up and if you’re not already a subscriber,
make sure you’re subscribed. We release a new video every week. And if you like free stuff, 
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  • Reply High Performance Academy November 11, 2019 at 8:32 pm

    While she can't contain 100PSI of boost, your next black HPA tee could probably help hide those 100 pies you've had so far this year and are 100% crumb resistant. Grab yours today: – Taz.

  • Reply karim hassane November 11, 2019 at 8:35 pm

    RB+2JZ, the best of the 2 words!

  • Reply High Performance Academy November 11, 2019 at 8:35 pm

    Sup! Welcome back subscribers and hello newcomers. We're just getting started on some WTAC vids with more from Goodwood still to come, and SEMA also in the pipeline shortly. Remember to give that thumbs up button a hoon (click 😉) for us if you can and cheers for the support – Taz 👨🏻

  • Reply Anthony Thomas November 11, 2019 at 8:36 pm

    Tribalism in the automotive space is disturbing and dangerous as is it socially.

  • Reply Gemini355 November 11, 2019 at 8:40 pm

    Andre always kill !!! it with these tech nuggets ✌️ mate thanks for sharing 😜👍🇦🇺

  • Reply Matt Pratt November 11, 2019 at 8:45 pm

    Imperial fasteners and key ways on import metric engines, oh my!

  • Reply Ashley Wright November 11, 2019 at 8:50 pm

    Let's just say there's no features coming from the RB to the 2J design 😂😂😤😤😂

  • Reply Dennis melville November 11, 2019 at 9:06 pm

    500 views and 50 likes… seems legit… damn lurkers! LoL

  • Reply Ryan Sammut Racing November 11, 2019 at 9:35 pm

    did he just say billit cylinder heads? 🙂

  • Reply That Guy There November 11, 2019 at 9:35 pm

    I'm in love as a RB fan. This is like Ying and yang

  • Reply 26zilence November 11, 2019 at 9:47 pm


  • Reply Bill Barry November 11, 2019 at 10:01 pm

    That is one hell of a tough-looking crankshaft.

  • Reply J J November 11, 2019 at 10:39 pm

    Curious about the head-stud/gasket setup on these blocks…gotta be something special for 100PSI???

  • Reply StixBNR32 November 11, 2019 at 11:06 pm

    3000hp is the 1000hp 😛

  • Reply robmotown1 November 11, 2019 at 11:10 pm

    Nice to see imperial aka small block chev technology in these engines!!! Go the whole hog and convert to UNF ALL OVER!!! 3/4 unf mains , 5/8 unf head studs!!! Or just convert to a small block chev!!! The best engine ever designed to date!! Comparatively speaking!!

  • Reply Pimp Speed November 11, 2019 at 11:59 pm

    I’d like to see this on an RB26 block, high revs + the durability of a 2J❤️

  • Reply flyonbyya November 12, 2019 at 1:44 am

    They’re producing 3,200 HP…
    Yet they’re looking to address the power production “limitation” by designing a billet head…

    When did we enter the realm where 3,200 HP out of 180 cubic inch ain’t enough ??

    My goodness !!!

  • Reply flyonbyya November 12, 2019 at 1:46 am

    Andre certainly is a one of a kind presenter for so many reasons !

  • Reply Dirk Diggler November 12, 2019 at 1:47 am

    So this is not a RB or 2JZ….We shall call it a" Bitsa Billet engine"

  • Reply Bob Last November 12, 2019 at 2:30 am

    didn't you upload this a couple weeks ago?

  • Reply Jarek Nowak November 12, 2019 at 3:30 am

    Good, that 4G63 dont need any parts or design from Toyota or Nissan to be the best 😛

  • Reply dingus malingus November 12, 2019 at 4:16 am

    "why not have both" slight pause then everyone throws theyre sombreros in the air

  • Reply prosac0000 November 12, 2019 at 4:49 am

    Wearing extremely mirrored glasses during an interview is a testament to rudeness and arrogance.

  • Reply GordoWG1 WG1 November 12, 2019 at 5:18 am

    Some very smart, lateral thinking there! Usually folks change journal sizes smaller for less parasitic losses, but sometimes strength is much more important!

  • Reply faisal3398 November 12, 2019 at 5:54 am

    Nice mustang in the thumbnail 🙂

  • Reply Shifty Malone November 12, 2019 at 8:50 am

    Nissan vs Toyota? Not really fair unless the 2J guys do similar development to their block. I mean it's hardly a Nissan block anymore, not that any billet block is…

  • Reply SovL:Remedy November 12, 2019 at 9:05 am

    Now we need a wet version to street the shit out of it!

  • Reply frank white November 12, 2019 at 12:23 pm

    As a fan of both – what great potential for anyone looking to build serious power. Awesome coverage guys

  • Reply Khoi Huynh November 12, 2019 at 2:10 pm

    How much full engine

  • Reply Brian Bob November 12, 2019 at 5:57 pm

    this is awesome

  • Reply Jadrian Wallace November 12, 2019 at 7:03 pm

    This is gay I don't support this who ever done this should get shit.

  • Reply sirgallium November 12, 2019 at 8:45 pm

    I want to see a single piece head and block like the old days. Boost it to the moon.

  • Reply H L November 12, 2019 at 10:53 pm

    Wow I wonder how much does it cost to built an engine like this ?
    Beautiful engine.

  • Reply demonsoldierchem November 13, 2019 at 12:33 am

    If use Demon style screw supercharger aircon cooling to this engine, 4000hp++

  • Reply svd032 November 13, 2019 at 11:34 am

    " You can use Chevy flywheel bolts 'cause they're cheap" You could probably use a cast block too if you're worried about the cost of 8 bolts…

  • Reply A-a Ron November 14, 2019 at 2:38 am

    100psi is incredible😲

  • Reply Alex Mac November 14, 2019 at 2:46 am

    Slant inline is god
    Wow rb isnt a slant six its just mounted slanted…..

  • Reply astonmarjo November 14, 2019 at 4:05 am

    Can't wait to see it perform. Anything jdm is a Win, win in my book. Just another platform to venture into 2j/rb life!🏁🏁🏁

  • Reply Michael November 14, 2019 at 10:11 pm

    Please tell me they fixed oil pump drive, and oil drain 😂

  • Reply Q is for dummies November 15, 2019 at 12:05 pm

    2:47 I thought he said "Honda viggen" like shiiiet, Honda had a collab with Saab?

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