Jump to content
HybridZ
supernova_6969

Compare your Dyno sheets HERE

Recommended Posts

that is stunning, tim.  sorry to hear about the trouble at the dyno. sems like any regular old day at my house, but it sucks for a proper dyno day.. 

 

what a beast though, honnestly.

 

quick question.  since the CR is so low, how does she feel under 3000 rpm?  I know, when you're racing or even driving, it's rarely there, but i'm curious...   seems like  you have quite a lot of torque (around 200ftp starting off at 25000rpm), but not that much hp.. 

 

in the end though the real answer is not in the numbers, it's in driving it.  so, while there is NO question your car pulls like a train above 4000, how is she down low?

 

s

Really on the street the car is very driveable - it feels like a healthy, more "normal" Z when off boost.  Of course there _is_ about a 300hp difference between 3500 and 4500 rpm :D
 
It's also worth noting that the dynojet loads the powertrain a bit differently than what I see on the street, so I usually see a bit more boost at low rpm than what is reflected here.  Looking at the data from yesterday, I was seeing about 3.5psi at 3000rpm and 15psi at 4000 in 4th gear.  On the street I typically see more like 5 and 19 in third gear, respectively.

 

Tim, I believe you stated you have quite an aggressive cam in there as well, no?  I want to say I remember some rambling about ~.500 lift and 290ish duration?   I'm also surprised at the low end numbers. I guess that's a 3.0L for ya.

 

It's not that aggressive on duration - .540" lift and 270 duration, with a 109degree lobe center. 

Share this post


Link to post
Share on other sites

I think Tim wins... :P

 

 

It's not that aggressive on duration - .540" lift and 270 duration, with a 109degree lobe center. 

 

 

Nice, that's the same cam I use in my NA L28 (Isky L6 grind). :)

 

I could use more duration as my power peaks at 6000RPM. The torque tip is due to the crappy F11 emulsion tube, planning to tune that out in the coming months.

post-3287-0-79653600-1479578845_thumb.png

 

post-3287-0-37668800-1479578932_thumb.png

 

Edited by Leon

Share this post


Link to post
Share on other sites

post-3547-0-75422400-1482582820_thumb.jpg

 

L28 87.5mm bore 79mm stroke 2850cc's JE 300zxtt forged pistons, custom rods RSR 1.72

Australian delivered late model E88 head. CNC ported flowed stainless 44mm/35mm valves

300 degree 590 lift camshaft

10 to 1 compression

98 octane unleaded petrol (pump grade)

Clifford 6=8 four barrel manifold

Injection Perfection 1000cfm four barrel throttle body

280 zx distributor locked @ 30 degrees

MS2 3.5.7

Ebay generic headers

3 inch pipe

Varex muffler

 

It's that induction man.......that's where the power is. :-)  (oh, and the head,,,and cam. lol)

 

 

Share this post


Link to post
Share on other sites

Here's what I have:

 

1978 280z

Rebello Racing 3.2L Stroker

N42 block N42 head

Ported stock intake

360CC Injectors

60mm throtlebody

Pace Setter header 3-2-1

Adaptronics ECU

Z32 Trans (Hoke Adapter)

Infinity Diff 3:69

T3 Susp.

 

 

Impressive especially NA with a nearly stock induction. Who says you can't get any power from a N42 intake. You could only get maybe 32mm runner ID?

Share this post


Link to post
Share on other sites

Impressive especially NA with a nearly stock induction. Who says you can't get any power from a N42 intake. You could only get maybe 32mm runner ID?

 

Thanks madkaw! Rebello wanted to do the triple weber setup, which would have given me about 50 more hp but I just wanted the fuel injection.

I don't remember what the ID was but they did cut the intake wide open to do it.

Share this post


Link to post
Share on other sites

madkaw:

Wouldn't longer runner steal some of the low end torque? (Or is it the opposite?)

As for the bigger plenum, what are the advantages? Is it because it's simply a bigger container from which the pistons can "suck" from or are there other advantages? Wouldn't having a efficient (i.e. less restriction) pre-plenum system make up for that?

Got a build thread or some photos of what you are building?

Share this post


Link to post
Share on other sites

Are these crank or wheel?

This is crank. I wish it was at the wheel.

 

Would this engine pass emissions?

 

The Porsche 996 (M96) engine makes similar power at same rpm. But its a 3.4. (and expensive)

I'm not sure they don't check that to much here. YET!

 

Get a custom intake with a bigger plenum and runners !!!

Running a n42 now on my little L24, but building a bigger plenum . Can't get very big with N42, not enough meat there

I'd like to get a custom intake but I'm not sure if it's worth the money. Are their a lot of shops making Z intakes?

Share this post


Link to post
Share on other sites

Going with an ITB setup from Jenvey or EFIHardware should yield the same results as the webers and give you the reliability/tunability of EFI probably looking at just under 2k in induction after it's all set and done not that much different than webers or mikunis.

 

***TWM is also an option

Edited by theczechone

Share this post


Link to post
Share on other sites

A lot of shops making Z intakes?  L-series not very many at all, and some of the Manifolds were junk. 

 

Now these guys make serious stuff and can make anything your little heart desires. Serious kit and serious $$$. Drool is free however...

 

I wonder what the cost is on that intake it looks great!!! Drool is the word to describe it.

 

 

 

Going with an ITB setup from Jenvey or EFIHardware should yield the same results as the webers and give you the reliability/tunability of EFI probably looking at just under 2k in induction after it's all set and done not that much different than webers or mikunis.

 

***TWM is also an option

 

I would like to see some dyno sheets from the ITB setup. That is something i would consider. However I do love that intake above.

Share this post


Link to post
Share on other sites

The reason a stock type intake can make so much horsepower is that it is feeding all six cylinders while we have a single SU for each 3 cylinders or one venturi per cylinder for triples.

 

We've known this for many years in improved touring but the downside is that you can only run the injection intake on a car 1975 or newer meaning at least 200 pounds heavier as per the rules as well as having to run a cylinder head/piston/cam combination not nearly as radical as what was available for early 240z.

 

I feel a well sorted F54/flat tops with a P90 head optimized for normally aspirated running with best stock injection intake could make great power depending on how much you shave the head for the sake of compression ratio.

 

Has anybody tried the LD28 intake on a hot built N/A engine?

Share this post


Link to post
Share on other sites

The reason a stock type intake can make so much horsepower is that it is feeding all six cylinders while we have a single SU for each 3 cylinders or one venturi per cylinder for triples.

 

We've known this for many years in improved touring but the downside is that you can only run the injection intake on a car 1975 or newer meaning at least 200 pounds heavier as per the rules as well as having to run a cylinder head/piston/cam combination not nearly as radical as what was available for early 240z.

 

I feel a well sorted F54/flat tops with a P90 head optimized for normally aspirated running with best stock injection intake could make great power depending on how much you shave the head for the sake of compression ratio.

 

Has anybody tried the LD28 intake on a hot built N/A engine?

On the list

post-1083-0-29299600-1501717764_thumb.jpg

Share this post


Link to post
Share on other sites

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


×