This adaptor is fully designed and tested by ourselves here at RND and used on all of our high power builds that utilise an An-6 fuel system.

These came about when we needed to further upgrade the fuel system to have a bigger feed line to the front of the car. The main issue was that the feed lines could be installed, but when using an available aluminium adaptor the hole through the middle of this adaptor was considerably smaller than the hole through the stock fuel rail fitting, meaning that you had a choke point smaller than with the standard lines!

This was mostly down to the material, having quite a small thread to screw this fitting in to the rail means that when using aluminium the hole through the middle can not be too big, other wise the fitting would be very weak and potentiall snap off, which is never a good thing with fuel!

This is where we designed one to be made from marine grade stainless steel so we could enlarge the hole without having any safety issues.

Specs;

Thread size – M12 x 1.25 to AN-6 Male (inlet thread of OE Astra VxR Fuel Rail)

Fully CNC machined from marine grade stainless steel

This fitting is safe to use with even the most corrosive fuels

High flow 7.5MM through hole – VS 4MM typically found in an ally fitting

We also stock the Return side fitting, this is just in aluminium due to a much lower flow requirement (the regulator has a smaller discharge hole in it than this fittings bore)

They can be found here

Z20 engine upper sump gasket - the one that goes between the block and the alloy sump 

Z20 engine lower sump gasket  - the one that goes between the alloy sump and the lower steel sump pan 

When upping the boost on a standard type engine , sometimes its a good idea to pull the compression back a little bit. This can be done easily with a thicker headgasket as one way of doing it without having your pistons machined. Going thicker in headgasket size is only a solution for a certain amount , if you end off needing a ludicrously thick gasket to get the compression you want then its probably time to start thinking about other options. The problem when you go too thick on the head gasket can be reliability. This area at the very top of the cylinder is where a lot of the really high pressure energy is made – its often a weak point on some engines prior to increasing the thickness. Increasing the thickness increases the surface area the chamber sees pressure over , meaning that the gas can now actually get more force into blowing the gasket out.

 

If building your engine from the onset for really high boost then we would recommend you ask about piston machining being involved in your build. If you maybe already have you engine built but are having some slight detonation issues then the RnD gasket could be ideal for you. Usually the heavier detonation on a z20 will always be around the outer ring of the piston , usually around the exhaust valve side.

The z20 engine tends to have quite a tight squish band . The standard tolerance of piston protrusion is 0.4mm , its acceptable to skim the block a few thou so piston protrusions can easily get into the 0.45mm area without piston correction. The standard headgasket is 1.1mm thick , the cylinder head is flat and has no recess for the piston. This leaves us with an area around the top of the piston that will come within 0.65mm of the head ( about 0.025" ) just turning the engine over by hand , a little closer maybe at 7000RPM . The RnD gasket is 1.6mm thick , this immediately bumps 0.5mm onto this size giving us 1.15mm ( about 0.045 ) - this size is certainly better for running more boost , if you have built a few engines for high boost then you will maybe still also think that this is still tight!

The 1.6 mm gasket is the thickest gasket we recommend for the Z20 engines for high boost reliability..

The RnD gasket has no rivets installed - do not mix up the gasket layers 

We also offer custom machining of z20 pistons via post

Custom machining on pistons available on new pistons £95 inc VAT set of 4 pistons.

We also have some developed Wossner Pistons arriving into 2020 , please get in touch if you are unsure what you need

We strongly recommend the use of ARP headstuds , we only use this in all our engines.

Upgrade Cam Cap Bolt kit

High tensile flange headed upgrade bolts for z20le* cylinder head cam caps

Most upgrade cam manufacturers recommend the use of upgraded bolts, not many actually know what to use – we use these every time we take the cams out of an engine , we have tested these bolts in the hundreds and we are finally happy to say they are fit for use.

We find that torquing these bolts into 10NM works well , always make sure the threads are clean, lightly lubricate the bolts with light oil before install.

These upgrade bolts require no modification to the cylinder head for install , they are a direct fit . They can be used if simply rebuilding the engine with standard cams or with our largest off the shelf performance cams.

GBT V Band turbine Inlet clamp

This is the clamp for between the manifold and turbine housing to suit the Owen Developments GBT turbos - It will also fit a Garrett or Tial application too – these are about the best clamps going and its what you will find on our turbo kits.

GBT V Band turbine Outlet clamp

This is the clamp for between the turbine housing and downpipe to suit the Owen Developments GBT turbos - It will also fit a Garrett or Tial application too – these are about the best clamps going and its what you will find on our turbo kits.

Turbosmart Gen V waste gate Astra VXR water cooling pack

A lot of the new waste gates come with water cooling but its not always used , usually through being difficult to connect into the system . Included in this kit are all the parts to install the Turbosmart Gen V waste gate to the Astra VXR type engine cooling setup.

Running the water cooling on the waste gate keeps the boost more constant , less error for the control to deal with to account for the difference in spring force due to heat. Cooling them keeps the boost more consistent over a longer run.

This kit is an optional upgrade to our GBT turbo kit , it is designed to work with the coolant hoses being tied down over the top of the radiator – this is a much better place for them in most cases. Even more so on a big turbo setup

When we install this kit in house we will often crimp the hoses to ensure nothing can come loose , jubilees are fine for use so are supplied in this kit as they are easier to work with for DIY install.

To work with Nortech manifold and the Turbosmart Gen V waste gate

Included ,

-Adaptor for coolant line ,

-fittings and line to waste gate ,

-fitting and short hose out of waste gate

-additional 8mm T piece

-4 x jubilee clips ( T piece + waste gate outlet )

Turbo Brace developed for use on Nortech V band manifold - Gen1 GBT MA3 type turbo

A turbo support is always a good idea to take some of the weight off the end of the manifold, meaning a much longer life to the manifold.

A flexible brace type mount should alwas be used on a turbo system, as it is intensly heated, things tend to expand and contract. Solid type brace systems will only lead to cracking sooner.

This flexible support type brace for the Z20 series engine, running a Nortech V band manifold system (others TBC ) with a first generation Garrett series turbo. Generally in this frame the compressor housing bolts seem o be imperial sizes so we will send out the apropiate bolt for your kit.

Attaching to one of the compressor cover bolts at the side of the compressor cover most near the engine block , this brace then utilises one of the engine block RWD engine mount configuation bolts to take the weight of the core, set up well you should be able to remove your manifold and the turbo more or less stay in place with only the brace and the downpipe.

Not having the weight of the turbo itself hung on the manifold will make a large difference in it's life.

Utilises the same quailty spherical bearing as we use in our suspension parts , full stainless steel hardware package.

Turbo Brace developed for use on Nortech V band manifold - Gen1 G25 series type turbo

A turbo support is always a good idea to take some of the weight off the end of the manifold, meaning a much longer life to the manifold.

A flexible brace type mount should alwas be used on a turbo system, as it is intensly heated, things tend to expand and contract. Solid type brace systems will only lead to cracking sooner.

This flexible support type brace for the Z20 series engine, running a Nortech V band manifold system (others TBC ) with a first generation Garrett series turbo. Generally in this frame the compressor housing bolts seem o be imperial sizes so we will send out the apropiate bolt for your kit.

Attaching to one of the compressor cover bolts at the side of the compressor cover most near the engine block , this brace then utilises one of the engine block RWD engine mount configuation bolts to take the weight of the core, set up well you should be able to remove your manifold and the turbo more or less stay in place with only the brace and the downpipe.

Not having the weight of the turbo itself hung on the manifold will make a large difference in it's life.

Utilises the same quailty spherical bearing as we use in our suspension parts , full stainless steel hardware package.