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DatRat

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DatRat last won the day on November 7 2013

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    Woodstock, GA

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  1. Hello Z community I have an L6 with triple webers and I am in the tuning phase. I live in the Atlanta area and I'm looking for a shop with a chassis dyno. I would prefer a shop with a technician that is familiar with Datsun L6 carburetor motors (L6 specialist not a deal breaker). I have searched for a dyno tuning shop in my area and I have identified a couple of possibilities, but there is no substitute for personal recommendations. That's why I am reaching out to the Hybrid Z community. Any suggestions would be most appreciated. I hope this is the correct forum for my inquiry, if not, please direct me to the appropriate category. Thank you
  2. Xnke - I was cruising the site and came across a couple of threads with you discussing the RB20DET flywheel, 350Z clutch and pressure plate combo. I am in the process of completing this combo on my build. I have a couple of questions for you. I'm not sure which transmission you used but I am going to run a Z32 tranny with the RB20DET flywheel, 350Z clutch and 350Z pressure plate. The Z32 and 350Z throwout bearing dimensions are almost identical. I'm going with a Z32 throwout bearing and sleeve simply because I'm using a Z32 transmission! I am going with the larger slave cylinder off of the pathfinder. I am also using the heavy duty Z32 clutch fork from Z1 Motorsports. I haven't seen a discussion on the particular tranny/clutch/PP combo I just described. I'm sure others have/are running the Z32 tranny with the 350Z setup. Which transmission did you use with RB20DET/350Z setup? Which throwout bearing and sleeve combo did you use? Which slave cylinder did you go with? Any hidden gremlins with the setup? Looking forward to your input
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  4. Garrett, Your valve spring search sounds about right. If you search Jim Wolf Camshafts, you will notice they sell a set of single valve springs for the L6 motor. The set is also listed for VG engines.
  5. Looking for a Z32 transmission adapter. Thanks in advance
  6. Thanks, that's the info I was looking for.
  7. This is a fairly easy mod. But like others have said, you must cut a sleeve (ring) to center the crankshaft in the flywheel ring. In addition to the sleeve (ring), I also pinned the crankshaft. The mod gives you a greater selection for flywheels. Works great!
  8. Mike at Slover's contacted me regarding welding the combustion chambers on a N42 head. The complete job they perform requires welding the chambers. replacing valve seats, blending and polishing the chambers, and surfacing the top and bottom. The cost would be between $550 - 600. Mike sounded very knowledgeable with this modification. +++++ A multi angle valve, valve guide replacement, and porting would be an extra charge. Slover's is definitely an option for me if I can't find a decent source on the East coast. A gentleman named Gary Grimes was recommended by a local Datsun Z car racer. Grimes Auto & Machine is a third generation shop in Alpharetta, GA. I am told, on most days, you will find son, father, and grandfather (who is around 80 years old) working in the shop. Sounds like a true racing family! I am going to pay a visit to their shop in the next week or so. It's also good to hear that Xkne is capable of performing this kind of work. An east of the Mississippi source. With regard to Jim Thompson's location, I can't say for sure. I have done business with many Z car related establishments and Z car people that he has been associated with over the years: Balanced Performance Motorsports, Kinetic Motorsports (Sunbelt), and No MSG (Not on Main Street Garage). Thank to everyone that has made suggestions for the head modification!
  9. Those that have a stahl header on your engine, could you tell me the length of the primaries? This info is not on their web site. Thanks in adavance
  10. Looking for a square port header to be used on an autocross car. The motor is 3.1 stroker with a modified P90 head (.550/305 duration cam), triple webers, electronic ignition, etc.. I would like a header for high performance and not just for show. Does anyone have a performance header for the appilication I described above, that they would be interested in selling?
  11. Thanks Tony D for the quick response. I contacted Carl at Paeco and he said they have never done this mod (welding the combustion chambers) to a Datsun N42 head. He was very kind, he asked that I send photos of what I wanted done. I probably won't do this because I would prefer someone that has experience with this particular modification to the Datsun head. I am waiting to hear back from Slover's. I'll keep this post updated.
  12. Hello - I want to have the combustion chambers of an N42 welded to create the "kidney shaped" chambers. Does anyone know a reputable company or person in Georgia that has experience with welding aluminum heads? If you don't know of anyone in Georgia I would consider shipping to someone with a good reputation for welding aluminum heads. For those of you familiar with Georgia, I found a company listed on the web which is located in Fayetteville (Scott's Auto Machine & Parts Company). I have never dealt with them, nor do I know of anyone personally that has used them for any machine work. If anyone has dealt with this company, I would appreciate your feedback. Thanks in advance!
  13. It does seem the consensus is leaning toward running a larger 2nd ring gap. Do you guys recall your end gap clearances on the top ring and the second ring? I'm interested in the gap differences between the top ring and the second ring.
  14. I am interested in hearing what your thoughts are regarding the #2 compression ring end gap. RETHINKING RING GAPS The old school philosophy (my philosophy until now) of engine building said the end gaps on second compression rings could be tighter because the number two ring is not exposed to as much heat as the top ring. The new school of engine building says it's better to open up the second ring gap a bit so pressure doesn't buildup between the rings and cause the top ring to lose its seal at high rpm. The result is better compression, better piston cooling and reduced oil consumption. Any pressure that builds up between the rings will blow down into the crankcase, keeping oil out from between the rings. Doing some more research, I found the following talking about Perfect Circle Piston Rings in a Clevite catalog: Most of the second ring gap recommendations are larger than the top rings. Recent testing has proven that a larger second ring gap increases the top ring's stability allowing for a better seal. This larger "escape" path prevents inter-ring pressure from building up and lifting the top ring off the piston allowing combustion to get by. Many engine builders have reported lower blow-by and horsepower gains at the upper RPM ranges with the wider second ring gaps. Also, almost every new car made is using this inter-ring pressure reduction method to lower blow-by and emissions and to increase engine output. One last thing, the information above on the piston rings is from articles discussing foreign engine builds. Have any of you folks gone with a larger # 2 end gap compared to the top ring end gap? Do you see any problems with the New School philosophy? Thanks in advance for your thoughts.
  15. Hello I am looking for a maxima diesel crankshaft for a stroker build. I have been debating this decision for a while and I've decided if I can find a very good diesel crankshaft then I'll go the 3.1 route. Thanks for your response in advance. Mike
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