BRAAP

Sah-weet!

You can now post classifieds ads. Only donating members can post for sale ads.

Happy half-a-decade anniversary Mr. JC.

Drum roll please.... Stickers are IN, first ones have been delivered! No, hoov was not first.

As already stated, Torque is measured, HP is calculated, (amount of torque produced in given time frame, RPM). As for why this is so with the EFI L-6, partly due to cam timing, partly due to this is an old engine design that was a state of the art 2 valve OHC design back in the '60's when this engine was introduced. Personally, I feel a bigger reason for the nice torque production, yet lacking relative HP figures is the stock EFI intake runners. These runners are only 53% the area of the intake valves themselves. Other intake manifolds, including manifolds for carbs, tend to allow the engine to breathe better in the upper RPM range (more torque above the 5252 RPM cross over), allowing for more HP production for a given peak torque figure. Maybe TonyD, Timz, JeffP will chime in as well.

A&P technician, graduated in '91 Private Pilot, SEL, C-152, 172, P-Cherokee warrior.

Talked to Roger again, this time got to look at his car. Nothing exotic here, just a very clean 240-Z with lots of attention to detail in all the right places. A true Datsun guy to the core, no big dollar parts, but will eat most cars with the big dollars parts thrown at them. Clifford intake, Holley carb, (change over to different one, I hope to be able to help him with the adaptor in the newer future), head shaved to to ragged edge thinness, cam, (we didn't discuss the specs), rest of the car is very well thought out, brakes, interior etc. I have made it known in the past that I am not a proponent of the 4bbl used on an inline 6, (Great for a V engine), I am now starting to eat those negatives words I have posted in the past. I still prefer the straighter shot of the side draft design, but am seeing the down draft 4bbl as viable option for a high performance L-6.

That makes more sense to me, even a bit cute. Still really odd, but makes a little more sense than the S-30 nose.

Sad really. Lying about their car and probably do not know they are lying, worse yet, not caring enough to actually learn what they are about to tell others may be false and inaccurate. Making claims about something they know absolutely nothing about. Isn't there a law about false advertising, lets say if some unsuspecting individual buys the car on the premise it's a Turbo and it's not, wouldn't that buyer have some legal recourse? I struggle with how many individuals go through life with this sort of mindset in everything they do. How do they function and get by in-life? You can't trust an individual that thinks this way, whether it be a sales transaction such as this, a friendship, an employee, boy/girlfriend? You can't trust that what they are telling you is truthful. Some don't even know it and don't understand why, or how it could be, or is a problem? Truly sad. I hope that someday this person will make an effort on their part to acquire wisdom and understanding in their endeavors so that others can trust them at their word.

Shorter runners should reduce a little of the peak torque in favor for broader torque curve. The supercharger will more than make up that little bit of loss, while adding to overall power output. One thing that stands out is the two oversize throttle bodies are feeding a nicely sized plenum, yet the engine is till breathing through the most restrictive portion of all the L-6's, the stock EFI runners! opening up the ID of the runners, full length to at least match that of the cylinder head, will be where your biggest gains come from. Even if the runners were appropriately sized, one of those TB's feeding the plenum at whatever location is deemed appropriate should not impede power production vs. using both, and is more than adequate to deliver plenty of air even to a hot L-28, N/A or boosted, especially with stock EFI runners. The runners of the stock EFI manifold are only 53% the area of the intake valve itself which in my opinion for building a custom or modified EFI intake, is the first place I'd spend any time trying to adjust, then move on appropriate plenum sizing. Sort of a tangent, one could use the SU carb manifolds which are shorter in length yet have larger diameter runners than the stock EFI manifold. 2 routes to go with the plenum here. Either bolt the plenum directly on the manifold with a nice air horn for the entry and then mount a TB any where on that plenum, or, bolt a couple of 2" TB's, (2" would be overkill, but only by a little), on those manifolds like member z-ya did here http://forums.hybridz.org/showthread.php?t=124201, and whatever size plenum one desires attached to the TBs, small air horns on the TB's inside the plenum. That would give you the shorter runners that are more closely sized to the engine, TB's aimed nicely at the runners entry, and leaves a plenum that is always at atmospheric pressure ready to serve the engine. My apologies if I went too far off topic. If so, let me know and I can delete it.

I just don't get the point... It's about as useful as a huge wing on the back of FWD 4 cyl four door economy car. Even from an artful or aesthetic stand point, it's not even car-show worthy. To whoever is doing or done such a kit on their SX, best of luck full-fulling whatever that is supposed to, er, full-fill, I guess...

Odd, but cool at the same time. I'm guessing he got the car sans power-train for a song and dance. http://www.ls1tech.com/forums/conversions-hybrids/1240791-2001-porsche-996-ls1-conversion.html

Took my desk top machine down a local computer store today to see what it'll take for it to run AutoCAD 2010, met the owner, very nice gentleman, happens to own a very nice clean burnt orange 240-Z that he daily drives, N/A L-28, 4 bbl carb, an aftermarket cam, headers, etc, (we didn't get too specific about the car or mods or even pop the hood, but I am anxious to see more, this car is VERY nice!), told me made he ran a 14.0x second pass at the drag strip! In my book that is pretty impressive for an N/A daily driven S-30, with a 4bbl carb. Maybe he'll sign up and share more with us.

Nice looking cage Mike. Quality in the bends, fitment, overall fabrication, welding etc.

Sorry about that. Here are the ones I recall. Chris seemed tot be furthest along… I’ll bump his build thread, hopefully he’ll give us an update. Chris's build; http://forums.hybridz.org/showthread.php?t=149027 Spartans build; http://forums.hybridz.org/showthread.php?t=156322 meindaparish's build; http://forums.hybridz.org/showthread.php?t=143829 Any word from Sikky Manufacturing on a kit? When I was working on mine, I was sharing my progress with them directly, the only I received from them at the time was they had a car they were working on for developing a kit. I just looked on their site, nothing on their site about it either? Wonder if they ran into the same road block I hit?

Hey Chris? How's the project going?

Hoov, Richard's pics help clarify what you were saying, you are absolutely correct, my apologies for not understanding originally. I agree, the machining down of the crank may not be the ideal route. In seeing where this length has been added, it could be done and I personally wouldn't be afraid to have it done if it were my crank by a dedicated crankshaft re-man shop though you would have to use the VG33E pump to allow the the gear and belt to clear without having shim/space out the tensioner, cam pulleys. etc. (can't remember which pump was the undesirable pump...) That is if you can get the VG33E crank gear to fit to be compatible with the rest of the VG33E timing components. Wonder what that might cost? Any updates on the spacers/shim option?

Previous page, post #102 was, I'm sorry to say, the last update on this particular project. This project has since morphed into the project linked below and is well on its way to completion. http://forums.hybridz.org/showthread.php?t=150253 There were a couple other LSx Z-32 projects in progress here. I wonder how far they are by now?...

Your question is where my confusion starts. The oil pump resides on register #2. So if the forward face of #2, (the face that separates region #2 and #3), then should have no relevance to the oil pump, i.e. the pump is “behind” that region of concern? Or am I missing something here? Some one grab there crank, oil pump, timing gear and mock those components and take picture showing the this 7mm discrepancy?

Another schweeet example, Darius;

If machining the crank is an option, be sure the shop that performs this mod facing the register, also re-establishes a generous radius, even if an undercut radius as used on the main/rod journals, and the quality/cleanliness/smoothness of that radius is kept . If a sharp edge is left behind the crank could easily break between the timing gear and oil pump, like this guys VG30E, busted crank snout. http://forums.maxima.org/7149742-post35.html Courtesy of http://nissannut.com/maintenance/vg33e_upgrade/