g'day, i have an issue where i have shortened my h190 to the h165 ute length (which essentially for the purpose of this thread means i have the same dimension as a h165 ute diff)

i have installed bluebird disc over drums on this diff, but in my lowered coupe the calipers and bleed nipples are hitting the car chassis and the inner body skin panel

i am now looking at what options i have. it may be possible to rotate the bluebird setup 10 degrees by redrilling the mounting holes on the backing plate. this may give me just enough clearance

but, i am now considering ditching the blubird setup and going to soething like the skyline r31 setup, the tech wiki gets very low on detail when it comes to mounting these to a h165, so i am wondering if anyone has done it and what exactly is involved.

it looks like the skyline setup can be mounted on the front side of the diff (oposed to the bluebird calipers which have to be mounted on top), which would give me acres of clearance

I recently bought the same setup on a H165 diff. On mine the distance face to face on the disks is 1310mm. Which according to the wiki is 5mm wider than stock. I wonder if this was done for the clearance issues you're having? I haven't fitted it yet and probably wont for some time.

By right on top do you mean the mounting bolts are equally forward and behind of the diff housing? Mine it looks like one bolt is about on top and the other one is behind. You're making me think I should trial fit it before spending any more money. I just assumed it would fit since it came off a 120y.

Off topic: What wheels are you using with it? I'm going to have to get something bigger than my 13" to fit round the brakes.

Can't help much with the s13 brakes, if you want to come have a look at the setup I've got as a comparison shoot me a PM.

i think some of the wiki measurements are either not greatly accurate or are described wrong. the caliper mounting bolts are as you described. I'm running 15s, 14 is minimum. i haven't measured mine since the work was done but i gave a h165 housing and told them to make it the same.

Perhaps there is a difference between MK II and MK III setups or some other variation.

All the posts are vague about this stuff. Few people put hard facts to it.

The wiki is a compilation of things written in dozens of Forum posts. So it will only be as accurate as we make it. If you have more accurate data, you may add it to the wiki article.

Me and a mate developed an adapter plate to run U13 rear discs on a 1200. They fouled on the shocks n my sedan though.

hey a14force, do you still have any parts or pictures? sounds interesting

the shocks wouldnt be a problem on the coupe

Wurzel had similar issues with his 1k, it's running bluey rear disks too

keen on seeing a14force setup.

Firstly which H190 are you using because there were in order quite a number all different to a degree but all needing different setups because of that.

Firstly datsun 2000 Sports,Width OK 25 spline axles imperial fittings not metric.LSD available,Alloy diff centre carrier.

Next was the Datsun 1600 wagon similar to above but metric also 25 spline axles just like a 1200 Ute.
Width useable stock under a 120Y maybe 1200 with correct wheel offset ie Front wheel drive rims like a laser early model.

Next was the 620 ute diff width useable stock just like the 2000 sports,These along with the later 720 Ute diff ran large diameter tapered roller wheel bearings with shim adjustment and the axles used a thrust face inside the diff centre.
25 maybe 30 spline axles,Can't remember exactly and the ability to setup the axles with zero endfloat made them ideal for use with rear disks as they had zero pad knockback.
Used the Alloy centre like the 2000 sports.

720 ute 30 spline axles ideal candidate for a wider vehicle cast steel carrier bulletproof setup stronger than a nine inch ford in many ways.

Works PB210 diff based on a modified 1600 Wagon in a similar fashion to the 180b Panel vans used for the Stanza works cars(Late US 510 and 160J or Violet in different markets.

Next was the JDM 180 B Panel van which was an oddball with 28 spline axles,This was a lighter housing than the utes and was the basis used for the Works Stanza Diffs with the addition of baffles and internal reinforcing tubes fitted to the axle section of the housing.Initially used with alloy centre diff housing metric 180B panel van type.
Later upgraded to 720 type cast steel centre due to bearing issues with big powered engines.
These works type diffs ran custom 28 splie axles with double width bearings,Basically two 240K type inner front tapered wheel bearing races in a single outer housing with a double width bearing retaining sleeve,Later disk brake falcons and a few others used a similar wheel bearing type,These resemble some of the cartridge type bearings used in front wheel drives and the front of later commodores.Advantage being zero pad knockback.

The works setup had a machined carrier that fitted into the bearing section of the housing,Used a smaller OD bearing and half the bearing width was retained in this adapter section outside the actual diff housing,They included the caliper mountings and all ran vented top hat type disks of 260mm diameter.They will fit inside some thirteen inch rims as well.

There is also some variants in the Nissan Vans that can be adapted in a similar fashion to the 620 and 720 Ute models with the six stud ute type diffs using a five inch PCD on the studs you machine the outer section of the axle away leaving a clean centre section to drill for new studs in the standard Nissan datsun four stud pattern,Far better than cut and weld conversions as the Metallurgy of the axles is unchanged.

Finally we come to the two Bluebird variants in the wagons series two with 25 spline axles,Series three upgraded to thirty spline axles.
Width as to be expected and normal wheel bearings.The setuo with normal wheel bearings allows the axle to move in and out giving pad knockback and a soft pedal with two or four piston type calipers,This is the reason these types use a single piston floating caliper as they to an extent compensate for pad knockback.

So when converting to rear disks you need to either use a fancy wheel bearing setup,Yte type adjustable endfloat axles or floating calipers to alleviate pad knockback for good brake action and feel,No point having rear disks especially on a rally car if you have to pump the pedal to get brakes working.

wow that's a lot of info, i have a bluebird series 3 H190 diff housing and centre, i thought it was 29 spline but perhaps you are correct that it is 30

Mine has been shortened and uses the bluebird disc over drum brakes

I can't see how the axle bearings (from the bluebird)would allow for sideways movement from what i have seen, as to me they appear a normal bearing which is pressed on to the axle. Though all this is standard bluebird equipment - so it must work?

I'm not sure what point you are trying to make but perhaps you know how i can solve the issue of my brakes hitting the chassis etc?

This diff is fitted to my road/weekender car, not the rally car