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Nice work!

It was a neat circle track solution to a packaging problem. In hindsight I think it added too much weight. May try to redesign way in future.

Thanks. the stock cam and the Diesel crank gave me that torque figure!

Nice results, torque is amazing, Dyno day is always a fun day

I've got an l28et, P90A head swapped to solid lifters. 5 angle valve job. Dished pistons, so low compression. Cooling head mod. 440cc injectors. Stock 280zx throttle body and intake. Aeromotive FPR. Home-made detcans. MS3x COP AEM Wideband 2.5in downpipe into a 3in exhaust Cam is a Schneider 270-60F-14 degreed to what the cam card said (I think it said 108?). At cold start I get ~10in of vacuum. Once warmed up, the best I can get with ~850RPM idle is ~14in of vacuum. I talked to Schneider about this and they told me to open up the lash to .010 and .012 respectively. That improved my idle by 1-2in of vacuum. I know the cam might be causing the wideband to not give a true reading, but at warm idle it likes ~12.2-12.5:1 AFR to achieve a smooth albeit weak vacuum idle. I have checked for vacuum leaks everywhere. Totally removed the intake/exhaust manifold, purchased new gaskets and applied a very thin coat of rtv. I made sure the intake was flat with a very large bastard file. All ports have been plugged including pcv for testing. I put it all back together and got the exact same amount of vacuum. No change. I have verified with a timing gun, set to 2 stroke mode, cranking and idle ignition are lined up perfectly with what tunerstudio says. No drift. I've got my idle set to 20 degrees advanced. Does anyone else run a cam like this with a similar setup? I'm guessing I need more advance at idle, maybe 25-28. But I want to compare to someone who has a similar build, or has more experience than me. Specs of cam: Part Number: 17043 Grind Number: 270-60F-14 Intake Duration (gross): 270 Exhaust Duration (gross): 260 Intake Duration (.050”): 230 Exhaust Duration (.050”): 220 Intake Valve Lift*: .460" Exhaust Valve Lift*: .460" Lobe Separation: 114 Intake Valve Lash: .008" Exhaust Valve Lash: .010" RPM Range: 2200-6400

08-07-2025. DYNO morning. Found out a couple of things. 7 psi in 3rd gear WOT at 5500 RPM, 9 psi in 4th gear WOT 5500 RPM. She is RICH....rich to the point of fuel popping, 10.0 to 1, A/F rich, and didn't want to go past 5500 RPM (strange since on the road she will but nevermind). So, there is probably 40 horsepower left in her in the DYNO guys mind. We made 4 runs, and in 4th gear without using any Water/Methanol injection, it pulled 196.8 hp at the rear wheel, at 5500 RPM and at 18% drive train loss that is 232 hp at the crank@5500 RPM. Torque was 268.3 at the rear wheel, 316.59 at the crank@ 5500 RPM. Boost was 9 psi at 5500 when he had to let out because it was so rich. We did a run in 3rd gear WITH water/Methanol and it pulled 226.7 hp at 5500 RPM at the rear wheel, so 267 HP at the crank@5500 RPM and 260 torque, which is 306.8 TQ@5500 RPM, boost was 7 psi. So, as I thought when building it, the stroker and the stock cam made it into a torque monster. well over 300 ft lbs. torque, 232-267 horsepower.....but it is PIG RICH. So, power is limited by being rich. I have dyno charts, but the RPM range at the bottom is all wrong. we weren't able to get to 6000 RPM because of the rich condition. He said it was basically 10 to 1 A/F on the runs, which is WOT, so the main jet is just too big. I can step it down one. As expected, the carb is the limiting factor. At any rate, this is where this engine setup is at now. As predicted, it is a torque monster.

08-07-2025. DYNO morning. Found out a couple of things. 7 psi in 3rd gear WOT at 5500 RPM, 9 psi in 4th gear WOT 5500 RPM. She is RICH....rich to the point of fuel popping, 10.0 to 1, A/F rich, and didn't want to go past 5500 RPM (strange since on the road she will but nevermind). So, there is probably 40 horsepower left in her in the DYNO guys mind. We made 4 runs, and in 4th gear without using any Water/Methanol injection, it pulled 196.8 hp at the rear wheel, at 5500 RPM and at 18% drive train loss that is 232 hp at the crank@5500 RPM. Torque was 268.3 at the rear wheel, 316.59 at the crank@ 5500 RPM. Boost was 9 psi at 5500 when he had to let out because it was so rich. We did a run in 3rd gear WITH water/Methanol and it pulled 226.7 hp at 5500 RPM at the rear wheel, so 267 HP at the crank@5500 RPM and 260 torque, which is 306.8 TQ@5500 RPM, boost was 7 psi. So, as I thought when building it, the stroker and the stock cam made it into a torque monster. well over 300 ft lbs. torque, 232-267 horsepower.....but it is PIG RICH. So, power is limited by being rich. I have dyno charts, but the RPM range at the bottom is all wrong. we weren't able to get to 6000 RPM because of the rich condition. He said it was basically 10 to 1 A/F on the runs, which is WOT, so the main jet is just too big. I can step it down one. As expected, the carb is the limiting factor. At any rate, this is where this engine setup is at now.

08-07-2025. DYNO morning. Found out a couple of things. 7 psi in 3rd gear WOT at 5500 RPM, 9 psi in 4th gear WOT 5500 RPM. She is RICH....rich to the point of fuel popping, 10.0 to 1, A/F rich, and didn't want to go past 5500 RPM (strange since on the road she will but nevermind). So, there is probably 40 horsepower left in her in the DYNO guys mind. We made 4 runs, and in 4th gear without using any Water/Methanol injection, it pulled 196.8 hp at the rear wheel, at 5500 RPM and at 18% drive train loss that is 232 hp at the crank@5500 RPM. Torque was 268.3 at the rear wheel, 316.59 at the crank@ 5500 RPM. Boost was 9 psi at 5500 when he had to let out because it was so rich. We did a run in 3rd gear WITH water/Methanol and it pulled 226.7 hp at 5500 RPM at the rear wheel, so 267 HP at the crank@5500 RPM and 260 torque, which is 306.8 TQ@5500 RPM, boost was 7 psi. So, as I thought when building it, the stroker and the stock cam made it into a torque monster. well over 300 ft lbs. torque, 232-267 horsepower.....but it is PIG RICH. So, power is limited by being rich. I have dyno charts, but the RPM range at the bottom is all wrong. we weren't able to get to 6000 RPM because of the rich condition. He said it was basically 10 to 1 A/F on the runs, which is WOT, so the main jet is just too big. I can step it down one. As expected, the carb is the limiting factor. I will post the dyno sheets, but as I said the RPM range at the bottom is wrong. he let off at 5500, I wanted 6000 RPM but he said it just wouldn't do it., when he let off the throttle the unburned fuel was popping and banging. Pics follow (video at the end). V1.MOV

Found this on Grassroots Motorsport web page. Seems Legit Garage is adapting some interesting modern trannys to other platforms. Think $2k for a fully sequential used 8sp box, any HP needs you have. The ZF-8HP from BMWs, Dodge and others can be fully reprogrammed for sequential operation and even add a dbw pedal to simulate a clutch launch. Might be a good project for someone that could adapt this to an L6 easily....Derek? Transmission Solutions | "Seems Legit" Garage https://share.google/HyOxohcae82yQu0Th

In doing a V8 swap, are you able to hook up the factory speedo cable to a GM trans? I guess there is a box you can install to get the factory tach to work. Can't think of the name right now. Thanks.

Wy wouldn't you want cruise to set faster than 75? Interstates are 75mph and traffic goes 80. Turnpike speeds are 85.

After priming the engine oil and starting/warming up the car, there is a small leak around the rear main seal. It is either my side seals or the rear main. Considering how easy it is to bump the seal while installing the rear cap, I wouldn't be surprised. I guess it is time for a tranny drop operation. I will check with my endoscope.

Hi CalZ, It is https://www.amayama.com/en

Cool stuff Clark! I dig the ARB. Cary

If i still had cruise on mine, i'd be happy to find out for you. But i don't have it no more. Props to you for thinking you need a cruise control unit that goes higher than 75. Good luck. Hope someone can help.

I'd take them off and have a close look. If the bleeder screws have holes through and the screws seal, then they MUST have an effect. If you can't measure a difference with the synchrometer, then there must already be an overwhelming amount of air going past the butterfly. Either they're already open, or they're poorly centered.

What is the name of the company selling brand new timing covers?

Back to synchronizing itbs . #4 reads less than #3 port . Bleeder screws do nothing on any ITB - are they just there for looks ? No blockage I can see anywhere . I can pull the needle completely out and it does nothing to change air flow . I thought previously it was #3 was hanging on the linkage but that turned out to not be the issue . If I got any adjustment out of the bleeder screws I think I could get it dead nuts . I’m at a loss . Been searching on line but with no luck . Maybe cheap Chinese stuff .

Aussie Speed has a dual SU intake for draw through turbo setups. This intake would also allow for dual Mikuni HSR bike carbs as well!

So after much searching and an upgrade to 1.6 firmware I was able to control these fans very well . They must have some built in controller that can decipher the low PW signal from MS . Testing at 87hz -which is what MS3 offers - they worked smoothly with no humming or any strange behavior . My GOD they move some air . Still wish I knew how much CFM they really are . The 1.6 firmware allows for a low/partial speed and full speed . Haven’t tried any AC controls since I don’t have AC yet .

Does some one know how fast you can set the cruise on 280zx or a z31 300zx? by that I mean is there a limit to the speed it will allow you to engage cruise control? I have a 1984 maxima wagon and my cruise works fine except that by design it wont allow me to set cruise past 75mph. Is this limitation the same on the 280zx and the 300zx? I'm looking to swap in a cruise control module from the same era of car that doesn't limit the speed. Ive already looked at the wiring and the 280zx looks to be plug in. and a 300zx will have to be reworked but doable. Thanks in advance.

WOW!! That is slick!! The car's coming along nicely! 👍👍

man, how cool is that!

Got on the wire wheel and went to town on the engine bay and front fender wells, prepping for paint. Need to wash it down and go over it one more time. Test painted a few spots. Also got the fender braces on, but not fully welded. Started getting a hole in the body panel, so decided to tac it and fully welded it later after some more practice, probably start practicing tig, need some gas first.

Going with a holley digital dash, this offered a blank canvas.