Doug71zt

RETORQUE, Retorque, retorque. I've found that the fel-pro needs it a couple times during break-in. It compresses after some heat cycles, and there goes the torque(stretch of the studs). If you have external leakage only, not in the bores or in the oil, you can probably save it by retorquing now. Loosen and retorque one at a time in the sequence. Good luck Doug

I didn't know that they had a gleason in them. I would definitely go this way. Was your Supra a USDM car or a JDM car? In the text of the second link, they say the the USDM 6-speed cars had a 3.133 ratio, while the JDM 6 speeds where around 3.26. Using the Z32TT or Q45 outer CV setup and mating them with a custom shaft would be perfect. Doug

Matt's username is cheftrd. I don't think he has a website. Matt Hutchens Motorworx Race Systems Japan

In a nutshell, nothing internal interchanges between the L-series and RB series engines. One is a chain-driven SOHC 2 valve motor and the other is a belt-driven DOHC 4 valve motor. I would hazard a guess to say that nothing external interchanges either. You have probably found that nothing is cheap for the RB series engine. Get ahold of Matt (Cheftrd) - he is in Japan and ships to the US all the time for guys doing RB stuff. Good Luck Doug

If you want to use the 3.133 Q45 ratio, you won't be using a long-nose R200. There is no ratio lower than 3.36 for the long-nose R200. Are you going clutch or VLSD? If you are going to go with slicks, I wouldn't consider the 280zx half-shafts. Use the Z31 units as they are stronger. Doug

That's what we do here in the North when the snow flies, tear into the car and make it better...and wait for spring.

May want to get the airflow meter checked out, as I believe that the AFM has a contact switch to control the fuel pump when the engine is started. Should be able to check it with an ohmeter, and by moving the flap. Doug

Laverne Burkhart's car has a Jim Cook unit on it, I don't think that the kit is available anymore. It's a beautiful car, and Laverne and his brother Ed have put a lot of time in it. It was also a very very expensive build. There are many turbo cars in the club that are quicker and were cheaper to build. The problem is with that supercharger, there is no way to intercool the intake charge, as the supercharger is mounted to the manifold. As for the N42 - no problem. Lots of turbo cars run N42. As long as the compression is around 8.0 - 8.5:1, there shouldn't be a problem. Doug

Clutch will be no problem on the T5, they all use the same spline pattern if they came in a Nissan. Z31 clutches sometimes don't work because the clutch hub hits the top of the L-series flywheel bolts. The L-series hub is offset to clear while the Z31 units are sometimes center-hung on the friction disc. Mustang will likely have a different input shaft pattern. You may want to check the length of the input shaft, I think that the Z31 has a different length of shaft than the S130. As for the power handling, There will be no difference between the S130 and Z31 unit in that respect. Both are plain-Jane T5's, not the world's most reliable tranny. There is the WC upgrade, currently being installed by a couple members. Doug

Have you considered stuffing the Supra pumpkin into the Z rear suspension? If you could get it mounted in there, you would just have to get some custom CV shafts to mate the Supra inner CV to a set of Z31 outer CV's and use Ross's adapters. Maybe his billet stub axles also....As I've never played around with a newer Supra, I don't know what that would entail. Probably about the same amount of work as a R230 install. As a side note, for the latest Q45 diff with the 3.133 ratio, you would have to put a short-nose R200 in there, as that ratio is only available with the short-nose pinion. So - no matter what, you are stuck building another driveshaft and adapting the mounting and CV shafts. Maybe sticking a S14 240sx subframe under there would be the way to go...... Good Luck Doug

Well, a lot of the old R200's had only 2 pinion gears, which was the weak point. The later Z31 units had 4 pinions and late 87 and up had clutch lsd. The short-case R200V is used because it's cheap and available. As far as I'm concerned, it isn't any stronger, the internals are all the same, it isn't worth the work to put it in. The old R200 has 3.36, 3.54, 3.7, 3.9 and 4.11 ratios available from cars supplied to the N America market. To go lower, I think you could use the new series Q45 unit (3.133) and slip an LSD into the case. Or the Armada R230, although I don't know if its an IRS unit, as I've never looked at one. Can you go taller in tire size to change the effective ratio? What size tires are you running now? Doug

The Z32 N/A is a R200V with a 4.09 ratio, not an R230 The difference between the two is basically the size of the ring gear, which is also a rough indication of the strength of the diff. An R200 has a 200mm dia. ring gear (7.9 inch) while the R230 has a 230mm dia. ring gear (9.0 inch). The case and internals of the R230 are also quite a bit heavier to match the increase in ring gear size. You'll know the difference if you try to pick up the R230 - it's a big hunk of iron. I haven't heard of an R230 failing due to input power, the ring gear is the same size as the famous Ford 9 inch, but in a much stiffer housing, which increases power handling. Matt (Cheftrd here) recently reported that one of his customer's cars chewed up the ring and pinion of an R200. It was a Cefiro sedan running an RB26, I believe putting out around 600 hp. It also took a couple teeth off of a gear in the transmission. Doug

Go for it! A local buddy of mine here in Ontario fabricates turbo kits for resale in the States. Currently for Busa, R1, GSXR, and Vrod. He has a GSXR1000 with a GT25R on it, it runs 220 RWHP at 6 psi on the stock engine. That's about the limit with stock compression on the Gixxer, it has an air/water IC on it. It's a real handful with the stock swingarm. The shop owner has a 540RWHP Busa running a GT35/40R on a 1348cc engine. I had a GPZ750 Turbo in the 80's, it was a real blast to ride. Coming onto boost in a corner was a bit of a problem, bike would suddenly go wayyyyy wide without a lot of warning. Keep us posted Doug

Scottie - My opinion on the CV shafts was based on the hp that Tom intends to run. I haven't heard of a failure using Z31 turbo shafts, but I have heard of failures running the 280zx shaft.To my eye, Birfield joints are stronger than Tripod joints. Also, where I am, 280zx shafts are rare while Z31 shafts are cheap as chips ($100 CDN per set). The Z31 shafts are longer in comparison to the 280zx shafts, they clear swaybar endlinks a little better and operate at a smaller angle, due to the shaft length. I'm sure that has a positive effect on durability, how much I'm not sure. If you are starting from scratch, why not go with the strongest components that you can economically install? As for the 240/280 question, I agree that there are advantages/disadvantages to either. If you are going racing, you will likely ditch the bumpers/struts and some of the other junk that makes the later cars heavier. Tom - Any of the CV shaft set-ups will work with most any rear suspension configurations that are out there. The only variable is the stub axle spline pattern, which differs between 240/260 and 280Z. Good luck and happy building Doug

I think that you won't be happy with the 280ZX CV shafts. Z31 turbo (first generation 300zx) CV shafts are much heavier. Modern Motorsports has the companion adapters for them. I would also go with 280Z stub axles, as the splines are a bit beefier. R200 rears are heavy enough that I don't think you will have any problems. Might be better for you to look for a 280Z as the base for you project, as they have a bit stronger structure and the R200 mounting is already there. Doug

I run a 3" mandrel system with a Dynomax Ultraflo muffler on my turbo 240. It is quite quiet at idle and gets a bit louder on the boost. It is a very deep tone with the larger pipe diameter. I'm very happy with it. I wouldn't go for the 2.5" system as you limit your future potential. It's quiet enough I can't even hear my car at full scream over the BB Chevelle in the next lane..... Doug

The pinion shaft splines are all the same on long nose R200, so just take the flange you need to match you driveshaft and slap it on the diff. It is a good idea to keep the other flanges around, because they can be handy down the road. It will likely require an impact and a gear puller to get it off if its an Ontario car... Good luck Doug

Matt - Just swap over your old diff flange to the new diff. You have an R200 in there right now, right? Doug

Always wondered why Coke tasted different overseas. The wonderful things you learn on HybridZ....

Thanks Sean - Looking good. I found a place that has new 88SE shafts in stock. Not cheap though. Doug

I second the Miller 175 choice. Mine was a bit more costly, as it has the infinite wire speed and heat controls. So, instead of a 4 position switch, it has an adjustable knob. Nice for fine work, but not essential. A 230V welder will give you a lot better penetration and better looking welds, so if you have 230 V power where you weld, it's a good idea. You will NEVER regret buying a good welder and learning that skill. Doug

No problem Stony - Got it from the RB group Thanks Doug

I've now got the service manuals for all 3 series of Q45 and none of them ever were equiped with an R230. G50 - Up to 96 - R200V LSD 3.538 ratio FY33 - Second series with 4.1L - R200V LSD 3.692 ratio F50 - Current Model - R200 2 pinion open 3.133 ratio This is according to the FSM for the Q45. I hope that this helps someone out. Doug

There are a couple local guys using the R180 CV shafts (Maxima) in their Z diff. I have never seen a 180 LSD, so I can't give you a 100% yes. I would count the splines on an open R180 and see what you get. Doug

According to the 03 Q45 FSM, the current model car has an open R200 2 pinion diff with a 3.133 ratio. Now, I don't know if that goes for all models with the VK45DE engine, but that is what the manual says. According to Nissan FAST - No Q45 uses a R230 diff. Not the early G50 series to 97, not the FGY33 series to 2001, nor does the current car, F50 series. I guess that Nissan was OK with installing an R200V behind the 278 hp V8 in an almost 4000lb car, so should we be worried about how it will stand up in a 2800lb car? Now the only disclaimer I will make here is that my copy of FAST doesn't include the N American data CD's, so it is possible that Nissan one-offed the R230 install for the NA market. I doubt it, but if anyone knows where to find a copy of the NA market FAST cd's, then I will be sure. Doug