Nate SERE

I am moving and have decided to sell this motor as I don't have the time, space, or funds to properly take care of the motor. If anyone is interested in picking it up. Please let me know. I will post it in the classifieds section as well.

shipping it

Only problem with that is that I am in Spokane Wa and he is in CA.

I have a decision to make. I have a well know race shop that wants my motor, minus the triple webers/cannon intake. He is offering to build me a streetable head to whatever specs I want, plus cash for the motor. He keeps telling me that you don't street a race motor and your don't race a street motor. He also had recently sold the original car to someone in New Jersey I believe. At the end of the day, I want 2 things, #1, I want my 280z to be a N/A monster that will be relatively reliable, and run on 92 octane pump gas. #2, I want to keep the motor together as much as possible as they just don't make them like that anymore! If I keep the motor and build it back to race specs, it will be useless to me as I'm not looking to run race fuel. If I take the motor and put in flat top pistons, then I should be able to get it under 10:1 compression, and have a really fun and cool motor, but at the end of the day, its no longer the same motor. I have a solid bottom end now with f54 block so flat top pistons and its running w/ p79 head and stage 3 cam. I am running the triples now and I love the power difference from the old SU's that were on there. I'm seriously considering trading the motor for a great street head, and cash. He told me that the head would be worth around $800 that he puts together for me. How much extra should I be looking at getting to make this deal fair for both parties?

If you Google ray mcintyre jr 280z it shows up again.

ray mcintyre jr and john martin were the drivers

Couple more

Here are some pictures of the motor in the race car

Got the webers cleaned up tonight. They came out great. They look brand new on the inside. I am going to put them on my current l28 for now. I decided not to rebuild the carbs, I'm just going to replace the o rings for now.

Got the webers cleaned up tonight. They came out great. They look brand new on the inside. I am going to put them on my current l28 for now. I decided not to rebuild the carbs, I'm just going to replace the o rings for now.

I'll get you some pics on Monday. I'm hoping to swap the Webers onto my current l28 with stock f54 block and flat top pistons. Its running dual SU carbs now.

Just got off the phone with Rick Trebes who built the motor. Great guy! Here is what he had to say. Motor was close to 15:1 compression, ran 108-112 octane. It cost around $15k to build. In 82 and 83 it was #5 in points for sccagtu. Racing systems was the name of the race company, they were part of Getty film. Stu Vandyne from Drake engineering dynod it at 320 hp. The rods are from electromotive, the crank is from Hubbard. Stahl headers. Hand cut pistons, titanium valves. He has pictures of the motor and the car and will be getting them to me.

Just changed my suspension from cut springs that were virtually undrivable, to tokico lowering springs with hp struts. Raised it up and the ride is much better, but now I'm not too sure I like the tire gap. Need to figure out how to lower the front a little, and keep the travel...

Well I found an old l28 race motor and it has a race prepped E88 head with Nissan l4 race cam. It had cannon manifold with 40's on it. It was raced that way back in the 80's and was running on a very high compression motor. I am putting the head and 40's on my stock f54 with flat top pistons. Should get me around 10:1 compression.

Got everything installed this weekend including all new bushings. I love the way that it handles now and the ride is much better as I don't bottom out on everything. Its sitting much higher in the front right now and I am hopeful that it will settle some more. I am looking at adding camber plates to the front to get another inch or 2 of drop to level it out with the back. Here are before and after pics.....

You are correct. 2 of the Pistons are bad

Pulled the head today. Definitely blew the head gasket and did some damage to the piston. Doesn't seem to be any scoring to the cylinder.

A lot of people have told me that I would not be able to run this engine on the street the way that it is. Outside of compression ratio, why wouldn't this be a streetable motor? What is wrong with the flywheel and clutch that is on there now?

Wow, thanks for all of the information!

Looks like a stock crank. No idea if its been modified. Can anyone help me ID the rods? I was told that they were carillo rods.

Got it on the stand tonight and drained the oil, then flipped it over to take the oil pan off..... Oil came out of where the head gasket was sticking out. I'm hopeful that the head gasket was blown and that the rings are all still good. Oil also came out of one of the other cylinder ports. Is this an issue?

Cam is Electromotive 02 "L-4" I have found conflicting info on this cam. specs 580/391, valves are adjusted at .010 cold. Intake timing: open 37 before TDC close 61 after BDC Exhaust timing: open 61 before BDC close 37 after TDC Also found it's 278/580, that 391 is the "cam lift", these are the "L4" specs. Also: Ok, I found both specs. You will be able to tell which one it is for sure if you get a dial indicator on it and just check the lift. Its probably the L-4-02. It was generaly considered the best steel valved cam. Not as aggressive a lobe profile as the L-3-04, which was best with ti valves. These specs were taken at .050 valve lift with .008 & .010 clr. We would slightly advance or retard the cam depending on the track length, and carb configuration, and specific engine specs. Since the L-4 was considered a "torque" cam we set them up with anywhere from 1/2 to 2 degrees advance. The L-3-04 was the high rpm cam and we got best results with 1/2 to 3/4 retard. Depending on where it was set, the L-4 cam ran out of steam around 7800 to 8000, while the L-3 cam pulled to well over 9000. Both cams were popular in old C-Production/GT-2 cars. L-4-02 Electramotive Int. Lift .562 I.O. 22 btdc Duration 247 degrees I.C. 45 abdc Int. lobe center 101.5 Exh. Lift .552 E.O. 46 bbdc Duration 246 degrees E.C. 20 atdc Exh. lobe center 103 In this configuration, this cam would be 3/4 degree advanced.

Got it home and inspected the head.

tiny flywheel

parts