BRAAP

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Porting??... Hmmm… I for one am a huge advocate for porting. Heck, port work is our primary business! From Intake and exhaust ports and manifolds to coolant and oil passages and pumps. If fluid flows through it and I have access to it, it gets ported, (air falling into the category of a fluid). And Ron Tyler laughs at me whenever I port on an L-6 front cover smoothing the transitions for the coolant and the oil. HA!

Any time you open ANY brake line, or even crack open a bleeder valve, you should bleed the brake system. If the brakes worked prior to “the brake job”, fluid level never got low enough to introduce air into the system, and the rotors were at least scuffed to some degree during “the brake job”, (helps in bedding in the new brake pads), then the brakes should still work as effectively as they did prior to “the brake job”, otherwise something is amiss and the issue needs to be diagnosed before releasing the car over to the owner. Brake issues are serious and if not resolved?... Well you get the point. Brake bleeding procedure for all Z-32’s is the typical brake bleeding procedure. 1) Pressure bleeding is by far the quickest and easiest method, though the necessary tooling can be expensive to purchase, or time intensive to build on your own. (I built my own using a spare Z-32 master cylinder cap, 1 gallon jug for brake fluid, and pressure regulator for my shop air, reduced down to 10 PSI) 2) With a second person, one in the car, pumping and holding the brake pedal, the other person opening and closing the brake bleeder valves at each wheel also works just fine. This procedure is simple, 100% effective, just time consuming vs pressure bleeding. When bleeding the brakes on the Z-32, be prepared to go through at least 1 quart, if not 2 quarts of brake fluid minimum. The front brake lines run from the master cylinder to behind the passenger seat where the ABS pump resides, then back up to the front of the car. Don’t forget the ABS pump also has bleeder valves on it, so don’t forget to bleed those, and also don’t forget the bleeder valve on the master cylinder itself. Bleed those first. Here is the Factory NISSNA Service manual, brake section, first page. http://www.300zx-twinturbo.com/cgi-bin/manual.cgi Hope that helps.

Oh yeah baby... You will be sure and document that build here on HybridZ, wont you? As Tony so eloquently put it, it will only be marginal at best, In my mind, an SB2.2 build, especially with a monster displacement 434 cid, would be one of, if not the, penultimate N/A SBC's!!!

I agree! It would be a wicked Z car powerplant... You meant a complete R07 engine, not just the block right? The bore centerline spacing of the R07 is 4.5” vs the 4.4” bore centerline spacing of all other Small Block Chevy’s which should directly carry over to the rod journal spacing as well, unless offset rods/pistons are used for the inner/outer cylinders. My guess is the rods and pistons do not have staggered offsets to accommodate a crank designed for a narrower bore spacing, meaning cranks and cams will not interchange between the R07 and other Small Block Chevy's, let alone heads, and other valve train components. Aftermarket support now and in the near future will most likely be very specialized and limited, probably on a race team/engine builder, by race team/engine builder basis, such as RCR receiving their own specialized R07 components. I’m sure many aftermarket parts manufactures would be more than willing to manufacture the required components for a privateer R07 build up, such as cranks, rods, pistons, cams, etc, $$,$$$.$$ Something else for the rest of us to consider is, this engine was designed from the ground up for one segment and class of racing, NASCAR! Street use or other racing platforms was not part of the design criteria, though I’m sure it would assimilate to other racing and performance arenas quite well, (fingers crossed we'll see more of this powerplant outside of NASCAR...). Add to that its newness on the NASCAR scene, (only 1 year old now). If one could acquire a complete “over timed” Chevrolet NASCAR R07 engine, you can bet the price for entry will be staggering, (unless you have buddy working for a NASCAR race team ). The SB2 variant has been run for some time now, and tons of NASCAR take out/over timed SB2 goodies are available to the general public via race shops, eBay, etc, and even the replaced SB2 is a bit of a stretch to duplicate financially for Datsun enthusiasts, let alone the all new super-whiz-bang R07. (I think the SB2.2 is till being utilized in other racing arenas...) I’m not trying to burst anyones dream of owning such a power plant. I’m sure a truly dedicated individual could scrounge a complete R-07 on a budget and make it a reality, especially someone with connections to a NASACAR team, , I’m merely trying to keep perspective, the depth and breadth of the gap between us Datsun enthusiasts and recently released NASCAR powerplant technology. I am curious, if these engines are being released to the public on any level of completion, how much $$,$$$.$$?

Don’t know if this helps or not but I did test fit a bone stock SHO 3.0 V-6 into a ’76 Z car shell a little while back. These threads linked below cover a few of the obvious aspects of the SHO-Z conversion that I discovered during the mock up phase, of that now defunct project, (would make for a wonderful HybridZ car, especially boosted!!!) http://forums.hybridz.org/showthread.php?t=94815 Several more pictures of the mock up in this thread… http://forums.hybridz.org/showthread.php?t=121961 Keep us posted.

Instead of just parroting what Brian and Jeff already said, I'll just say ditto..

Warren, Yours and Lanes family are in our prayers. Sorry to hear of this news. Take care and God Bless, Paul, Krystin, Meshaelyn, Lelaina, and Isabella Ruschman

Koomanz, You are starting off on the wrong foot here. This forum is not as loose as other car forums. I get the impression Scottkell is who helped on your car as showcased in another thread, and you are just having fun taking friendly jabs at him, which is fine, so long as scottkell doesn’t mind. On the other hand, if you are serious and scottkell does mind, those sort of posts directed at any member will result in your membership here on HybridZ to be immediately and permanently revoked! Keep in mind that typed text has no intonation, or expression. Being a new member posting as you are posting now, you may want to publicly announce your relationship with Scottkell as our membership is taking your posts seriously. 1) As for your posting style. IM posting will NOT be tolerated on this forum, per HybridZ rule#5 2) Racial/ethnic slurs will not be tolerated on this forum, PERIOD, even if you are referring to yourself. To keep the admins from chewing on you or banning you for a rule violation/s, please take the time to read through all of our rules and guidelines linked below. Click ME for the HybridZ rules and Guidelines.

Just did a quick search and nothing came up here on HybridZ concerning the new ground up redesigned Chevrolet NASCAR race engine, (year old now), dubbed the R07. 4.185” bore, 9800 RPM! I’ll take two!!! Here are just a few highlights, more details can be found in the links below... Pretty cool architecture, all new ground up design, still a V-8, bore centerline is now 4.5" vs the 4.4" of all other SBC’s. Dizzy is up front now, 6 bolts per cylinder clamping the heads down. In some of the pics I've seen after the port work has been performed, the port geometry and chambers appear to be a little more aggressive/nicer flowing vs the SB 2.2 heads. Port arrangement is no longer mirror image. Lifter bores are staggered in the new block. Revised oil and cooling passages, and the redesign list goes on... One attribute that really caught my attention was the new coolant routing as it exits the engine. It appears that the coolant still enters the front of the block as before, but now exits the heads just under each of the individual intake ports, offering a more uniform flow of coolant from the block through the heads, eliminating the need for external coolant routing, as was the norm with the previous SBC NASCAR power plant. The coolant passages in the block deck also have a dedicated transfer directly under each exhaust port as well. Here are some links and pics, enjoy… (Images courtesy of Super Chevy, HotRod, and Machine Design…) Gorgeous huh? Coolant exits below the "as cast" intake ports... The Divorced intake runners and valley pan. Note the coolant plenum cast into the valley pan... COOL!!!! http://machinedesign.com/ContentItem/72056/ChevysR07RacingEngineaChipOfftheOldSmallBlock.aspx http://www.racecar-engineering.com/articles/stockcar/168821/chevrolet-r07.html http://www.circletrack.com/featuredvehicles/ctrp_0706_chevrolet_r07_cylinder_heads/index.html http://www.webwire.com/ViewPressRel.asp?aId=32561 http://www.superchevy.com/technical/engines_drivetrain/completebuilds_testing/sucp_0712_chevy_r07_nascar_engine/index.html

10.3 @ 131mph with an L-28 pushing ONLY 16 lbs boost, in a 2+2 ZX with semi trailing arms? Oh, and don't forget it needs an ‘83 electronic dizzy but comes with the ’81 POINTS Dizzy?!?!! Uh, yeah! Definitely throwing the...

Whether were racing, flying, Administrating HybridZ, you name it... Always the brides-maid…

Where did that come from?... heheheheh ....

An so there you have it... RayG1988 new usertitle...

Ok fellas, I have an idea, not sure how well it will play out, but what the heck, lets give it a try, shall we? You guys get to choose RayG1988’s user-title! (His LOLcats reference is way funny...) All suggestions for his new usertitle have to be made in this thread, by Thursday 7:00 AM Pacific time. Please give your reason for your choice including any links to posts that help explain why that title fits. I will then choose one of those usernames. I know that isn’t much time, but I’m leaving town for a few days in the morning, so…

I like it….

That was my F-prepared 240-Z race car. Here is a write up with details and a few pictures, mostly focused on the MS and EDIS installation. http://www.msruns.com/viewtopic.php?f=95&t=15436 The race car was parted out, reasons explained in the link below, post # 9. I kept the front and rear suspension with rear disc conversion for project FUZZY, (shortened struts with Ground Control coilovers and Tokico illumina struts, all poly bushings, Porterfield pads, stainless lines…) http://forums.hybridz.org/showthread.php?t=115326 Lately, my lovely wife of 19 and half years would like a Ferrari GTO replica as her part time daily driver, so the ’75 shell slotted for project FUZZY may become her L-28 powered 250-GTO. The Supercharged V-8 powertrain that is sitting on my shelves may end up in a/the Z-32.. (yesssssss…) I also have my VH45DE from my ’96 Q-45 which is in excellent running condition. I really would like a mild daily driver Z-32 with a VH45DE… The there is also this nagging itch that I am seriously considering scratching in the near future involving machining my own very short stroke single plane SBF or SBC crankshaft… (Deep breath…) decisions, decisions….

Well I guess that’s as long a title as you can have about misc automotive ramblings..

Not sure how or why some P-90a’s came from NISSAN Hydraulic and others were not. Nissan released them that way, and some people have converted others. The Nissan released Mechanical P-90a heads are not a conversion. The adjuster bosses are machined just as all other mechanical heads, no oil port to the oil galley, same stock adjusters, etc. The Hydraulic P-90a heads have larger adjuster bores, and when the converted to mechanical, will have an insert installed in the larger adjuster bore so the stock mechanical adjusters can be used. 1 fast Z may know more about this. Here is a thread with pictures of a factory mechanical P-90A, (it was a surprise to me then as well)… http://forums.hybridz.org/showthread.php?t=113246

This has been covered in depth on this and other Z car forums.. Recap; '81-'83 ZX were assembled and distributed in the US with these cylinder heads; ALL N/A cars = P-79 head. ALL Turbos = P-90/P-90A heads. NOTE!!! SOME P-90A heads, not all P-90A heads, utilize hydraulic lash adjusters. SOME P-90A heads utilize the mechanical lash adjusters same as all other L-6 heads. NOTE, part duex; ALL mechanical L-6 camshafts are interchangeable, from the first 240-Z to the last 1983 280-ZX and 1984 L-6 Maxima. The hydraulic camshaft that was available in the P-90A head can NOT be used with mechanical adjusters, and vice versa. Mechanical and hydraulic cams have very different opening and closing ramps on the cam lobes, as such, you MUST keep hydraulic cams with hydraulic adjusters, and mechanical cams with mechanical adjusters, period! Regarding this MSA Turbo cam. MSA could have very easily had typo or the ad department doesn’t have a clue about Z cars. Best bet is to contact them directly and ask to speak to a tech, savvy Z car valve trains and ask him/her if this is a hydraulic or mechanical camshaft. Remember, the only criteria you need to be concerned with is, is the cam ground for Hydraulic lash adjusters or mechanical adjusters. If the cam is ground for hydraulic lash adjusters, then it will ONLY work in a P-90A head ONLY if that P-90A has the hydraulic lash adjusters. Only a visual inspection with the valve cover removed will reveal if any P-90A head is hydraulic or mechanical. Outside of that, the casting number on the head and the vehicle year means squat diddly.

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I'm not too creative myself this evening... Found this one just now…

:lmao: I just spit coffee out my nose... Visons of LOLrus dancing through my mind... Hmmm... "Noooo, they be stealin mah title..."

When I was working through my MS reset issue, in my research on the subject I did find where others have found a noisy alternator will cause MS resets. Could it possibly the alternator took dump, i.e. bad diode/s, regulator, etc? Just a thought...