240Z Turbo

The thinking behind the dual pass is water will travel twice as far through the radiator as opposed to a single pass. The further it travels the more heat that is discipated. Also, the longer the coolant stays in the heat exchanger the more heat is discipated. However, just like intercoolers there is a max efficiency. A trick shown in the how to hotrod the datsun book was to restrict the outlet from the engine coolant system. This slowed down the flow of coolant through the radiator giving it more time to discipate heat before returning to the engine.

TimZ does!

Chris, call me and I will take a look at it for you. It should be an easy fix.

I thought I would update myself so I can fully understand my progress. Well, I trial fit the tranny with tranny adapter/stock flexplate/flexplate adapter/gm flexplate to see if it would all work as planned. I had 0.25" clearance between the flexplate and converter bolts. This is at the upper limits, but is acceptable. I think 3/16" is what I was shooting for, but close enough. Buying the BTE tranny for X-mas so swap will be complete in January. Hey James, thanks for updating me!

Run a PCV on the intake manifold to the valve cover. From the block you can run a tube to the inlet of the turbo before the AFM. Under boost the turbo inlet creates vacuum to evacuate the block. I have been doing this for years with no problems. You can place a catch can between the turbo inlet and block to keep from sucking oil into the turbo. You can see the canister in the pics that is hooked directly to the block. On the bottom of the canister is a one way valve(PCV) that drains oil back into the pan. So, under boost the turbo inlets decrease block pressure and also suck some oil. When not on boost the oil accumulated in the canister is then drained back into the pan.

No need to call my friend, Mr. 5lb sledge. It appears you can get or make a flat servo cover! No interference issues with this tranny in the S30. I must also note my motor is set back about .75".

Took out the Jatco 4N71B today and installed the new adapter plate. I placed the powerglide shell in the car and all seems to fit well. I do not have the servo cover on and it appears to be about .25" from the trans tunnel. The small area may require my old friend Mr. 5lb sledge.

You are correct. It used to be available through Nissan Comp. only. I thought it was a 3.07:1, same thing BTW, I am selling a complete 4N71B swap. http://www.hybridz.org/phpBB2/viewtopic.php?t=28415

I am not suprised it found the GNZ to be SPAM

I called twice this week with no answers. He is building a motor for a friend so he must get some results soon. I promise I am just as curious as you!

I can't get the damn thing to play

send me an e-mail, I can get in touch with a garrett master distributer so you can get the right turbo. Brand new from Garrett with a one year warranty and with the proper specifications on the turbine/compressor wheel. The specs you listed seem reasonable, but he may be able to provide you other options that may allow for a quicker spool. just let me know, I am always willing to help those who are willing to seek help. I make no money off this transaction and only provide help because I want to see people happy.

To answer this question, ask yourself what does the x-axis on the compressor efficiency map represent? What is it based on? The y-axis is the pressure ratio ((desired boost-14.7psi)/14.7psi). The x-axis is flow...but flow of what?

Someone wanted me to explain this picture.

9mm 240Z rods Grind #155 Web Cam http://www.webcamshafts.com/datsun-auto.html#2

UPDATE: Here is a pic of the prototype adapter for the 2nd flexplate(GM HD). The raised portion in the middle centers the pilot for the GM converter and also centers the GM HD flexplate. The inner 6 holes go to the nissan crank while the outer 6 holes are for the GM HD flexplate.

240Z crank stroke 73.7mm 280Z bore 86mm Exactly the specs of the RB26 How ironic, especially the exactness of the 73.7mm stroke. I have thought about it and this has been discussed several years back. My stroke is 84 mm and I rev to 7200 all day long.

Nikko, I have run over 10 mid-low 11 second passes with the stock maxima flexplate. However, I am not leaving with a transbrake. My new adapters scheme does not use the nissan flexplate to transfer power, only to work with the stock starter. Spaced about 1/2" off the nissan flexplate is a custom HD flexplate that has no ring gear and has been cut down. So, the stock GM converter is bolted to a HD flexplate attached to the crank. I have finished the adapter plate for the 2nd flexplate and all bolts up with the proper clearances. I am currently trying to locate some specific bolts M12x1.25 to bolt this adapter to the crank. It is a tight fit, but it should work. I may have these made from 4140HT in the future as I am suspect to the T6061's ability to withstand the abuse.

The damage is beyond repair 2 little people, I sent you an e-mail.

Does that piece of paper give you free drinks at the local bar? The only thing I fear is fear itself Powerglide will be in the car by mid December, just finished the flexplate adapter today and will test fit the clearances this afternoon. Your rein of terror is soon to be over SCOTTIE

The TEP valve is just your standard SI valve for a non P90/P79 head and is the undercut and swirl polished jobber. It appears they do sell a stock SS valve that is P90/P79 specific, but it is not the performance valve. Here is the link: http://www.sivalves.com/ocforeign_valvesrep_niss.html The part # for the turbo stuff is different from the pre 81 stuff. Now, what I was sent was the performance valve that was not intended for the P90 head and here is the link: http://sivalves.com/ocforeign_valvessp_nis.html So it appears SI does make a standard stainless valve for the turbo head as shown in the 1st link. Donna has made me feel bad as I run the SI valves in my head. I don't know if they are junk, but I have had no problems with them. I ended up shimming the cam towers and shaving the head to get the setup correct. This is the only way to get the geometry for the lash correct and maintain the correct spacing for the timing chain. In the end, it is more money and trouble over getting the correct valve, but I was not aware when I ordered these from TEP that they were wrong. In fine BASTARD form they were!

You need to buy one of my custom intakes 1st. I can build you a nice header, but you know it ain't cheap. It would be something that would need to be done with your car here so it is done correctly. All the things I have had TIG'd or TIG'd myself were done with a very nice welder. I purchased this one from a friend at a good price.

Nissan L28 with 9 of last 10 passes averaging mid 11s. BTW Scottie, plenty of folks with the L28 have the power to run 10's and 11's, we just don't have the capacity to cut the 1.4 60ft times as you do with your transbrake and slicks.