BRAAP

Permission granted. I'd like to see some more discussion on this..

What brand of gakset did you use and did the instructions call for a retorque? Was the head deck and block deck surfaces checked to be true and flat, i.e. no warp or wave across the deck using any measuring equipment? How was the block and head surface prepped, i.e. surfaced at a machine shop, biscuit style air tool used to remove the old gasket, belt sanded, old gasket nmaterial was not removed, etc? Any chemicals/sealants/cleaners used on the gasket, block, or head surface prior to reinstallation?

Doc knows us oh too well. DOH! My apologies, I assumed Vicki was short for Victoria. Yeah, I am one of the few staff members that actually has a mom, AND a dad. The others just have two dads and a chemistry set!

Phlubmeister is a professional.

Welcome to HybridZ. These 2 links should help get you started. http://forums.hybridz.org/showthread.php?t=130442 http://forums.hybridz.org/showthread.php?t=130441

I'll throw out a few here just in case one or two might work.... Not sure how "worthy" they are. I, like much of the human race, suffer from blindness to subjective beauty with a personal bias towards my own stuff. Big Block Mopar 280-Z built by my father; Z-32; 240-Z race car; BRAAPz; Custom parts;

Thank you Mike. Flew out to Boise/Merdian Idaho with my father last wednesday to visit my grand parents, both are 97 years old, married over 66 years! Just after dropping the grandparents off at their place on Thursday, Dad and I were on our way to lunch when I spotted a GORGEOUS Yellow 280-Z in a parking lot near "Wingers" on Fairveiw ave. Can't jsut pass by such a nice custom Z car without getting a closer look. Flipped a quick U-turn in the middle of Fairveiw ave and pulled in to see the owner was still sitting in the car. Turns out to be Mike, aka M1noel, waiting to meet his lovely wife for a lunch date. Got a quick peak of his car, the LS2 conversion is first rate, looks OE, quality conversion, and the rest of the car is just as STUNNING! Posted pics don't do it justice! My dad would't stop talking about Mike car and how nice it was even after we got back home yesterday. I think Mikes car is his favorite Z he has seen yet! (Many of you know my father and his Z car projects from autocross prepared S-30's and an S-130T as well as a Big Block Mopar 440 powered 280-Z pictured elsewhere here). Mike contacted us on Saturday and we had a few minutes available to come over to his place and meet his lovely wife Victoria and see a few of their other toys. One of which is Victoria's car, a VERY nice pearl yellow convertible 6 speed 350-Z! Very gracious hosts, fun people, looking forward to getting together with them for a beer or 6 sometime in the future. Thank you for inviting us to your beautiful home and tell your lovely wife "thank you". I think a trip down the Deschutes is in order one of these summers!

Bump.

Rotary valves! http://www.coatesengine.com/

In the most basic sense, SOHC vs the in block design of a 2 valve head, advantages of OHC is more direct valve actuation with the possibilty of lighter weight valve train, at least as seen by the cam lobe. Disadvantages are, for a V- engine, is the added overall wieght of an additional camshaft or 3 depending if it is SOHC or DOHC design, overal CG of the engine is higher with the cams being up on top of the engine, and common designs are taller and most of the time wider making the overall powerplant package physically larger, (modern Ford OHC V-8's are a good example of this). Outside of that within the 2 valve constraints, OHC advantges are not very large and also carry just as many not large disadvantages as well. As you pointed out, GM is still succesfully employing the single in block push rod 2 valve design in some of the worlds most powerful and best performing cars in the world, Vette Z-06 and ZR-1. Where OHC really starts to shine is when utilizing multi valve technology vs the 2 valve. Valve area per CID is much greater allowing for greater breathing, (combustion chamber roof is more vale than head material allowing the cylinder to breathe easier with less aggressive cam timng vs a comparable 2 valve design). Now with seperate intake and exhaust cams, fine tuning of the intake valve timing independant of the exhaust valve timing can be accomplished, and add to that real time variable cam phasing of the seperate cams, a very broad power band can be had while maintaining decent economy and mileage.

Simple, not worth the effort! Having owned a few cars with those diffs and being a hard core corner carver that appreciates quality components, the Nissan V-LSD is NOT an option on a high performance sports car enthusiasts "must-have" list! For drag strip duty in a car that is also street car it is fine, drifting, possibly! For a weekend wine taste touring machine or hard core canyon carving machine, I can think of many other places to spend the financial and time resources in an effort to improve the cars handling and corner exit performance. In a nut shell, just because it is an LSD does not make it a good or desirable LSD, especially from a performance perspective. In my not so humble opinion, the V-LSD is barely an upgrade over open, best suited to a street-strip car or for a show car that just has to have the letters "LSD" on the publicly viewed build sheet. Most sports car enthusiast that take high performance corner carving seriously step up to clutch style LSD, Quaiffe/Torsen style, or even welded! From another thread on this topic; That's my personal $.02 on the factory V-LSD.

Got it.

Yeah, there are quite a few different cam grinds available for the L-28. Schnieder, Isky, Comp Cams, and there are few regrinders as well that will grind basically any lobe profile that is physically possible. My personal preference for new cams is Isky, and I have used several of Rebello Racings regrinds for customers cylinder heads as well. Yes, the L-28 uses only one camshaft to actuate 2 valve per cylinder. The L-series Datsun 4 and 6 cylinder engine has been in service since the late 1960's. Do have an L-28 that you are working on?

-Oil catch can be installed on any engine. -Adjustable fuel pressure regulator, can be installed on any engine EFI or carb. -Fuel rail can be built/installed on any engine that utilizes more than one fuel delivery device. For what it's worth, in the US the L-28 was only offered in EFI, no carbs. Carbs can be installed if desired. In other world markets, the L-28 did come carburated, I think most if not all those L-28 did not have the provisions for the OE EFI intake manifolds, (4 extra mounting holes and the injector slots), though they can be made to accept the stock EFI or after-market EFI adapted to a non EFI intake.

Nice work. Back in the early 90's in my '75 280-Z, that is where I installed my head unit as well. With the A/C those vents were just air that I didn't need being a young spry mid 20 year old at the time. Much easier to reach in that location, used the stock radio location for the 9 band EQ. The speakers I used were some large Pioneer home speakers that I cannibalized for the car. Built a custom box for the 12" woofers with the same volume as the boxes they came out of. That filled up the entire hatch area from tail lights up to the strut tower, subs aimed forward between the strut towers. The mids were mounted behind the forward most portion of the center console aimed at the driver and passenger knee, drilled lots of holes to allow the sound to pass through, looked mostly OE, (for best sound, you had keep from resting your knee on over on the console as that would cover up the speaker holes). I then removed the orbital sockets from the vents on either end of the dash, mounted the tweeters there. So my car had no face vents and for being a cheesy 25 watt stereo concoction put together by someone with no clue about stereos, it sounded pretty good and the head unit was much easier to reach.

Welcome to HybridZ. We understand that most people sign up and quickly click “accept” to the rules so they can start posting. Problem is sometimes these new members are unknowingly violating the rules to which they agreed to abide by because they didn't take the time to read them. As your second reminder, you may want to go through and read the rules of this forum because we do run a very tight ship here and have a few rules that are not typical of most forums such as rule #2 that covers the forum archives, rule #5 that covers post structure, etc. Regarding rule #5, we don’t expect college level grammar but we do expect grade school level sentence structure including making an effort to capitalize and punctuate, no IM text shortcuts etc. We have a couple stickies at the top of the new members forum linked below that cover the staffs feelings on that topic, we encourage all new members to read those. Click ME for the "New Members Forum". Also, you may want to post your question in a thread that better suits the topic of your query. Thank you for your understanding, Paul HBZ staff

Rocker actuated valves vs direct actuation? Pseudo hydraulic-mechanical lash adjustment system, hydraulic lifters adjusted with a .002" clearance for NO lifter preload, effectively eliminating any lifter pump up at elevated RPM's?

Tony has a bent towards Fuel Injected, Quad cam, huge by large displacement V-8's 904 C.I.D. anybody?... Twin plug D.I.S. Blown version..

Next up, I stumbled across this very interesting concoction using the vintage small journal SBC 265, (road draft crank case breather system). Has all the appearance of DIY from a small shop/garage. Like it! Note the cool cam oiling. Anyone, (TonyD,) have any info/history on this set up? Possibly some old school Bonneville or drag race effort?

Overhead cam and multi valve heads used on traditional domestic V-8s! Seems like an interesting topic of discussion, yet not seen on this forum with any sort of depth or seriousness that aI was able to uncover. I recently stumbled across a pic of the Moser SBC DOHC heads and like the younger generation of today, was immediately distracted and dropped everything else I supposed to be doing at the moment to dig little deeper, for no other reason than curiosity… In searching this forum I would’ve bet money this topic had been covered to some degree in the past but couldn’t find anything with any real substance. (Possibly my search techniques genuinely suck, which I’m sure someone will exploit...) I'll start out with the probably the most well known of aftermarket offered traditional V-8 OHC heads, the Moser/Harvey Crane Jr, DOHC heads! DOHC cam, 4 valves per cylinder heads for the SBC short block. Dyno tested to as much as 11,000 RPM back in 1970! Mr Richard Moser bio; http://richardmoser.com/ Harvey Crane Jr, was instrumental in the development of these heads; http://www.harveycrane.com/moser.htm The HotRod magazine article, 4 pages worth; http://www.cadvision.com/blanchas/54pontiac/ChevyEngines.html

For the '78 cars, the ECU and harness have to both be '78. The ECU has a different Pin-out and the harness is also completely different from the other EFI Z cars. For the '78+ car/WFI, you can use ANY of the '75-'78 280- Z and '79-'83 280-ZX AFM's. You may need to fine tune the spring tension in the AFM a little as it becoming more and more common to find previous owners tweaking them for their car which is not necessary the ideal tweak for the next car that AFM might end up in.

Ok, pictures taken, received permission from the owner of the N-42 block, (thank you Mark) The custom Clark copper head gasket is for custom road race N-42 block, N-42 head combo. The Clark copper gasket mimics the early ’75-’80 Felpro gasket exactly in regards to coolant ports. I also rounded up a scrap N47 head and a scrap P90 head so we have an early block, early FelPro head gasket and early head as well as a late block, late Felpro head gasket, and late head. I really have no opinion as to which would work better under what conditions as the amount of ports, size of the ports and locations don’t seem to follow any sort of pattern other than there is a large port at the back of the block/head to help flow coolant form the front of block to the back, then up into the head and through the head to the front, thermostat housing. Early gasket, Felpro part number 21157PT-1 for the '75-'80 L-28 and Felpro part number 8799PT for the '81-'83 L28E & L28ET. First pic is of the 2 different FelPro head gaskets. Main differences are that the early Felpro gasket allows coolant flow on the spark plug side of the head where as the later gasket doesn’t, and Nissan changed the areas on the manifold side of the head/block where coolant transfers from the block to the head, (gaskets match the ports in the heads here). Next pic is of the heads and the heads with their matching gaskets. Below that are the blocks, blocks with their matching gaskets, then blocks wearing non matching gasket… Gaskets; Heads; Heads w/gaskets; Blocks; N42 Block wearing both gaskets; F54 block wearing both gaskets;

HBZ member BrianV8Z stopped by today with his newly acquired, very clean, black on black ’95 325i sedan, 5 speed. Drives as nice as it looks! This car will also be receiving an LSx in its future. About the time my LSx powered M3 rolls out of the shop, his should be ready to roll into the shop for its transformation… Took a few pics of the car, I’m sure he’ll fill us in with the details. Congratulations on your new sweetheart of a daily driver.

Just went out to the shop, I do have one each of the Felpro head gaskets, (8799PT and a 21157PT-1), also a custom Clark Copper head gasket, and one each of the blocks, F54 and N42. I'll go out and spend some time looking them over, pending approval from the owner of the N-42 short block to publicly post pics, I'll post pics as well.

Mat, No worries, its all good. You can leave it, I'm sure many others were unaware as well. As we look further and compare the 2 gaskets on the 2 different blocks, we just may find that using the N42 gasket on the F54 block and/or vice versa could be very detrimental to coolant flow, which might explain part of the hypersensitivity to detonation that we experience, or the other way around where using the opposite gasket on one fo the blocks might help flow through the head. Waiting on JeffP and TonyD's input as I get the impression they both have looked into this a lot deeper than the rest of us.