DAW

I have a fairly big L6 cam that I'm selling. No rockers included, but Delta Cams (Tacoma, WA) resurfaces Nissan rockers inexpensively and you can send them a set; the turnaround time is quick. Electromotive (Isky) asymmetrical lobe, externally oiled, X87, on CWC core: $130, plus shipping. I have to take photos and I'll be posting a for sale ad here and on CraigsList Seattle within a week. PM me if you want to purchase.

How did you get 10.5:1 c.r. in an L26 with dished pistons? Maxima N47 head?

I have one in great condition. I have no interest in a trade; cash only. WA. Pick up only.

I can pick it up in the Seattle region, but I'll fix mine if the price is more than $50. DAW

No, I don't know the formula. I do have a spare Maserati exhaust system in storage and I will try to get some measurements off of that one. Might be able to work backwards into a formula. This system definitely sounds great as-is.

Re: twice pipes, I'm thinking you want to run them separate off of the header collectors, all of the way back. However, you want to lightly paint the pipes as they run under the car before you run it, and then look for hot spots because that's where you want to install a crossover/equalizer pipe across your dual system. Look at Vizard's exhaust book. but that wasn't the point of my post... OK, there is another way to approach twice pipes and that is of making Italian motor music. At the expense of a small percentage of horsepower lies a huge fun-factor component of sport motoring, blah blah blah... My Alfa GTV Euro (high performance 2L dohc, Dual Webers) that was my dd in Napoli for a couple of years there was music to my ears (as well as to all those other folks within earshot). My car could sing and all of the various resonator placements were no accident in making those notes. Maserati has used exhaust designs that route one of the "twice pipes" out and about underneath the car while the other pipe makes a straight shot for the rear of the car. The acoustic lengths are chosen according to what pitch/resonance duet makes the best notes. In that system, the two pipes did share a short collector, which merged off of the two turbos, before they went their separate paths. I haven't even looked at any of my Z cars to see if such a pipe routement would be practical or even possible, but that technique does even work with a single turbo outlet which then splits into two. You are tuning by combining exhaust sound waves to yield a particular sound, and there's no engine tuning aspect or benefit derived from this. The Maserati pipes I refered to do not reconverge into a common muffler or any sort of a crossover/balance plumbing, they are separate all of the way back as unequal routes.

I have a Lynx available. I'll get some photos and send you a PM. DAW

I'm thinking there's a difference between the turbo car Z31 A/T and the Non-turbo car. I believe the turbo car may not have a locking torque convertor but the na car does. I could be wrong...but IIRC the turbo trans has beefier internals re clutch packs, etc.

What year L28E? Are you talking about a Euro L28, because they have different pistons/c.r. than a US L28. Regardless, you want the L28 due to the better breathing around the valve/cylinder wall region. The L26, 83mm bore, is too choked-off. DAW

I might be interested in those pistons if the other deal falls through. Thanks, DAW

OK, I understand that synchronization is clearly more accurate with individual (non-balanced) runners, and that power band would be less peaky and driveability better with balanced triples...what I'm questioning is the optimal way to balance the carbs... does runner-grouping matter?

OK, my search was lame, I found some discussion. I wonder if it makes any sense to balance cyls 1&6, 2&5, and 3&4 in pairs re firing intervals, or to just group all 6 together? DAW

No one? Surely someone out there has tried the two different style intake manifolds and has an impression...? DAW

I have both a balanced-tube manifold (Cannon) and a non balanced-tube manifold (Lynx) that I can use and wonder what the experience is with the two types... I can postulate; but I'd like to hear from someone who has actually compared the two types and what they found re tuneability, performance/driveability, etc? I think this is a different topic from tuning triple carbs, per se, so I posted it as a separate topic... DAW

If you're asking re the LD28/N42 hybrid motor...it depends on how you drive, but it gets about 18mpg driving it moderately hard. DAW

z2go, thanks for taking the time... DAW

Ah, that explains it...yes, it has been over a year. How are donations made, what amount, and is it calendar year or year to date? DAW

I am a donating member to the site, and it states this in my profile but not when my name appears in a forum. What gives with this? The only way for a Donating Member to become a "non-donating member" is if they received a refund of the donation...and that hasn't happened. DAW

Why is this? Thanks DAW

Thanks for all the good suggestions. I think the bearing idea is the way for me to go (not that I'm too lazy to drop the sway bar; to drop the oil pump...etc). I'll pull the distributor and try to fit a bearing and provide a part # when I find one. DAW

I know others have removed the quil and cut it down, but why can't it be left as-is when eliminating the distributor? Doesn't the upper bushing on the timing cover provide enough stability to leave it in place? DAW

Tony, an ECO 2.2 piston would leave the piston .5mm below deck but I guess I could live with that; but I need an 89mm piston to use with a L20B rod as I already have an L28 block .120" overbored that I would use for an L28/L20A...know of any? DAW

Destroking the LD28 makes no sense, it would make more sense to try to stroke it...like offset grinding the rod journals and using a long rod with a smaller (but still strong enough) big end. I think I got an estimate for offset grinding and it wasn't exorbitant. (e.g., for another engine, I was considering using Toyota 3S-GTE rods, IIRC, which were 138mm with the correct b.e. width to be used with an offset ground crank of an L18, but the idea is the same as an L28). Economically, bang-for-buck, simply taking an LD28 shortblock, adapting a P90/turbo topend (head/intake-exhaust, engine mgmt, etc), and going with high boost makes some sense for a low cost approach to a street/solo engine. I'm kicking myself for building a na and using the N42 head/topend. I may do another one and do turbo route (when I find the time). BMW has used pistons in their L4 and L6 engines which had 45mm or so of compression ht., and the 1" wristpins are nice...as are the 140mm rods. The objective isn't a high rpm engine anyway; it's low rpm torque and detonation resistance not available with an L28ET (the other good pwr/$ solution). I've never heard my gas LD28/N42 ping but my F54 [flat-tops]/N42 pings like crazy, requiring timing retard. DAW

No response from 1fastz; does anyone else have sonic testing data comparing the L28 cylinder thickness to that of the LD28 block? DAW