madkaw

Well I kept his stock springs - so that’s an easy fix .

Damn, I didn’t realize there was such bad Pooh about these . Purchased them for a customers car and wonder if I made a bad decision . When I searched I only found issues with ride height and that was installer error .

Did you replace your strut mounts ? If you did - did you put back in the 1/2” rubber spacer that was in the factory strut mount ? You have bearings up front and a rubber spacer in the back . It’s about the same thickness as the bearing .

It’s a beautiful sound isn’t it ?!

Could do a 71C trans . Much hardier than the 71B . Bell housing swap or re- drill housing . Cheap rebuilds and better support .

I just reread your post . You won’t like the straight gear noise of the T-5

T-5 was used in the 280zx turbo cars and some 300zx cars . G-Force may know of other models , but you need the bell housing from the turbo Z Drive shaft

You could find a T-5 and send it to G -Force and shell out 3500$ and be good for 600hp . Bolts right up . Need an upgraded DS

Got one in the works now with tapered runners . Stock manifold has 31mm runners . New will be 44-37mm

I contend that it’s more intake manifold then head . Stock plenum

Like everyone else - I can’t find this FB page . Would like a kit please !

Sounds all good . Maybe you have a cam in there ? What’s your CR ? Have you checked that? Glad to hear it’s running strong

What the history ? Was it running before ?

I have this one . I made it myself for my set up since there were no options . I wanted cold/ clean air for my carbs . Not everyone’s taste, but I thought it was cool. I got lots of compliments for it . I would sell it because I’d love to see someone use it . PM me . I ran air horns inside the box

Actually that is incorrect . The P79 is the head with liners and has similar combustion chamber to the P90. N47 head is usually close to the bottom on preferred heads . Removing liners should be last resort . There have been successful turbo builds with liners , but the liners were better installed on later model heads - p79 and Maxima N47.

General rule is the liners are bad for turbo charging . You could just run a small amount of pressure on the L24 /88. They aren’t that high of CR. 300HP is a nice goal , but maybe just go for 200+ and get your feet wet learning these motors . Learn on your first motor and invest bigger $$ when your knowledge gets better

Did a dyno run today . 226 HP and 226 torque . pretty happy considering I’m running a stock N42 intake .

The one to the right

So it’s optimal at 9k - so that doesn’t mean you build an engine around them. I’m quite sure they are very efficient below that . What ID are they? Start shopping for a billet crank at 3500$ plus and then throw in another 10k on the engine build and you might get there

I’d bet that head has been cut , maybe not . Wouldn’t be very stellar CR - but maybe over 8:1

Do it . Hell - go to #3 . I suggested to my buddy to do his in his 78. It is tired motor too. He was surprised how much a difference it made . It should give you a bump in CR .

I have a knock sensor module installed , but have yet to use it . My max CR is 10.5:1 and we have 93 octane here . I have a N42 block so there is no knock sensor hole in the block , so I need to come up with an alternative . Currently running 35 timing , but have ran as much as 37 degrees .

3.90 gears and about 7200 rpm shifts . 8B4867CC-29D6-428F-A1D7-5F72482973E3.MP4

It’s hard to figure your goals . The L motor can handle about any rpm range . The torque allows for lugging along just fine and cruise at 3500 also . 3.90 is nice for getting up to speed quickly . These cars are 50 years old and keeping up with fast highway speed there is other considerations besides just rpms. Noise, stability , aerodynamics. The 71C would be worth the effort because it’s a better trans and rebuilt parts are more plentiful . It’s a stronger transmission period.