z-spec
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Posts posted by z-spec
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we have done quite a few cages for 240/280z here in Netherland , al to meet the FIA regulation , and by using 4130 tubing
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I don't know what Subaru sold in Europe or Japan. Here in the US they used a CLSD in 2004 and 2005 and a VLSD in 2006 on the STi. The gear ratios are 3:54 and 3:90. Even then I might have those figures wrong.
John , i found out about the lsd , its a Torsen T2 , the 4.44 is right , you are right about they probably do not have it in the US ,
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Next week my machinist will be cutting one pair of side axles (stub axles) that will fit in the 27 spline 2004/2005 Subaru WRX STi R180 rear CLSDs and 2006 VLSD. The flange end of the these side shafts will bolt up to the stock 240Z halfshafts. This pair is the prototype and will be made from 4140, heat treated, etc.
What I need is someone who can test these for me starting in mid-June. That means you must have the Subaru diff in hand (or can get one quickly) and have a running, driving, reliable car that can put some street and track miles on it in a short time. That's a tall order but you'll get to keep these side axles if you follow through and send me feedback, pictures, and measurements.
John , i have got a Subaru 180 diff 4.44 ratio with a gear type ( no plates ) lsd specialist ?? told me that it should be a viscous but its definetly not .
I want to use inner CV from Subaru and i made new flanges for the outside to fit 110 diameter Lobro CV without any spacer , i bought the diff but i still not know of witch type and year Subaru it is ,
Regards Adrian , www.va-motorsport.com
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I was just wondering if there is any kind of upgrade that you can do to a 240z that will make it actually blow enough air to defrost. also is there anything that will make it heat up faster?
If you need it for defrost the window , you can put a electric heated windscreen in , we made a batch we use for race and rally cars here i EU .
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The SCCA has restrictions about connecting the hoop to the chassis on the roof section, from what I understand. It's more 'fit this template as a universal' for a lot of this stuff.
There should be a universal standard. I'd be inclined to go 'FIA Lite' for club events and Gymkhana. But I'm betting there is an FIA Spec close for that kind of event as well.
I know that 240! LOL
The Red one awaits similar treatment...
This is the early 1970 one , I wil send some pictures from what we have done til now .
This year we gone make some place in your garden , because i hear some rumour that your wife was complaning , but looking for a running car 70/71 with not much work .
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2500 lbs is 1136.36363636 kg
You can download the SCCA rulebook from http://www.scca.org/contentpage.aspx?content=44. The 2009 GCR is what you want.
the minimum strenght requirment for us is 350 N/mm2 and that is not much , its like CDS 35 (steampipe) , what we use is 25CrMo4 (4130) with a strenght of 650/750 N/mm2
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The tubes are pretty close to 1.5" diameter, but the wall thickness is .1", not .25". 1mm = .040". .25" would be 6.35mm thick, insane for a roll cage on a lightweight car.
Your tubing spec matches up very well with current SCCA regs which suggest 1.5" x .095" tube for sedans up to 2500 lbs.
You are right about that , working with inches is much more thinking for us , but 2500 lbs how much is this compared to Newton or Kg ?
And what is the actually different between a SCCA legal cage and a FIA legal cage ? I think there must be a way that it meets both regulation .
We can work with thinner wall for the tubes we use but we have to make a stress calculation from the cage , and save up to 1/3 of the total weight .
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For Classic racing cars we have to use 40 x 2,0mm or 38 (1,5") x 2,5mm (0.25") , and are alowed to fix it to the shell at 6 point by bolting or welding , but there is one exeption , when we fit the V bars into the main hoop we are allowed to use two extra points on the transmission tunnel ,That also means No welding or bolting to the pillars and roofsides .
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we have o respect annexe J 253 from the FIA for classic cars this is annexe K from the FIA you can find every thing on www.fia.com .
About SCCA i know not much .
We build about 70 rollcages a year ( not only Datsun ) and do our own certification .
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Where are you guys getting your weld in ends?
It doesn't look like the "chassis shop" carries them anymore.
I have seen them some where , but try your local machine shop to make them ,
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I agree and that is without using translation software or knowing Japanese I get this by looking at the pictures.
If you look at this pic of the block notice the lack of the 4 bolt holes round the oil filter area. All F54 have them - this block does not. So this would make it a P30 aka L24/L26 block (unlikely) or the hard to find but they do exist as I have one early N42 casting.
Now back to the early N42 comment above it is said that these early N42 with the different casting around the oil filter have a high nickel content in the steel and are aslo solid ie non siamese unlike the later N42/F54's (do a search and you will find that N42 are siamesed)
So these early N42 can take a big bore easier than the later blocks. You can get 90 or 90.5mm from a Nissan block I know as I have a N42 at 90mm currently.
So now back to the picture of the engine with the bob sharp cover. I am thinking this is a different engine as the looking at the pic you can see it has one of the oil filter direction changers installed. These usually bolt on the 4 holes around the filter = a different block to the one shown without the head.
Well that is my take just by looking at the pictures.
Now back on to the topic of this thread -- Excellent work on your head and figures Paul you no doubt are happy with the results.
I wondering wath rod lenght and bore they use on this block ?
I really looks like a L24/L26 block if you look at the freeze plug line up .
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There are different ways to do it i,i made them with fixed track and just adjustable toe in/out they are made from thin wall 4130 tube
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lol! I see money is boing renegotiated!
If you can get more money out of him, tell him to send me the $$$ for the bearings he burned up in his last motor...BWAHAHAHAHAHAHAHA!
I may be in Morocco for Spa...BAH!
I am trying to play with the numbers and dates as one way or another I have to be in Morocco before Spa, and then go to Nigeria on or around the 27th...
And there aren't many direct flights. Having to fly to Paris to fly BACK to Africa is insane...but this may work to my advantage!
Tony , a have a contract with Sprite IT til 2012 , there is only one thing , we did not talk about money , bdw there are lot off flights into Africa from Brussels Airport .
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did we not wanted to start hunting down and beating 'Flatbeetles' ? or better know as flachsnaut kafers...
The Miroux's Red 240Z with '2.4' had not much problems keeping up with the stangs etc... and it was fairly poorly prepped ( i.e. fairly original suspensionwork etc, steel fenders and doors)
To build the Z to beat we should talk again about our sponsor contract .
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Counting freeze plugs is better then block casting numbers and cheating is a perfect example of the Schrödinger's Cat paradox.
As long z cars not beating porsches and bmw here in EU , scruteneers only wil check seatbelt , seats and fire extiguisers , and the point is cars from 1966/1972 ( Gr G annexe K ) is not the most popular FIA racing class
they have still poor field .
The most popular class is pre 66 or post 72
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Tony , 6 Hour Spa is 27 sept. , We enter two Shelbys one from the Belgian equipe who crashed heavely last year in practice and the second car I share with the two South Africans , your welkom
I also gone bring the red 240Z to Spa , but we do not race it ( yet )
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Don't you love the way that we're given 'extra' information after half a dozen posts or so!!?
Why don't you give everyone a chance to answer your questions properly with everything that you know your going to do to the engine at the beginning!!!!
And how much power do you expect to be making? If you had looked around on this forum first, you would see that many people are making more than 400rwhp. I think the L series block is pretty tough...tough enough to be making this sort of power.
Sorry if I sound 'narky' but its this type of open ended question with dribbles of information supplied by you that gets under my skin.....get to the point
We gone race these cars in Europe and we do not need 400Bhp , we stick to FIA regulation with classic racing , classes uptil 1965 , classes uptil 1972 , and for us it searching to get as much benefit out of a L24 block , for sure it is easyer to take a L28 block .
But everybody with a little knowledge about L serie engines can see the differents between a L24 and a L28 by miles away .
We are professional in the busines and had already a lot of succes in classic endurance racing in Europe with v8 cars .
We look to your period cars to challange the porsches in Europe and we are already compete with one 240Z in rallys, circuit racing wil be the next move but not a lot of people understand about FIA regulation , as long you respect these you can drive in beautyfull event like Nurburgring Marathon , Spa 6 Hours and even Le Mans Classic
I do not ask stupid questions i just ask for people with some expiriece with were i ask for . www.va-motorsport.com
Regards Adrian,
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The pig is still sticking his nose in the mud ,
How was your bullfighting adventure in Spain ?
My idee is to bore a L24 to max bore even if i go trough the water pockets and put ± 3mm thick sleeves into it , this is what we also do with Turbo Cosworth engine , but what worries me is the strenght and rigidety of the block ,
Tony have ever see a gurdle on the main caps os a L serie like they do with ford and chev v8 .
Regards Ad ( Spa 6 Hours is becoming verry close and we have plenty of food and beer )
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On my track car i had a L24 block with a modified E88 head and standard bore and stroke , and 45 weber carbs, it use to have 220Hp mesured on the crank .
I swop the crank with a L28 , and compensate the compresion to 10.5-1
like it was .
but I wondering or sombody has expiriece with bore a L24 block or even sleeve a L24 block to a bigger bore ?
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Can anybody tel me what the maximum bore on a L24 engine block is
I want to build a race engine based on a L24 block .
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On a 280z If you take the reinforcement for the later type of the bumpers , the reinforcements to carry the hevy er doors , pedalbox and pedals are as twice as thick as the early 240z .
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there are quite a lot differents between body shells
280 shell has a totaly different floorpan than a 240 , mutch lower and thicker chassis rail ,front radiator pannel is lower ,
the later type 280 do not have the vent holes on the front innerwing what goes through the top chassisrail ,
the fuel tank is bigger and the sparewheel wel is just about half as high .
the rearstrut towers are about 2,5" higher
this is compared with a 240 shell .
a early 240 do not have the storage compatiments behind the seats
i found out also about the reinforsmentplate for the brakebooster/cilinder
they have changed quite alot there are aready three different ones for the 240
We did lot of researce because we do race and rally Z s i Europe .
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Double Cross Flow Cylinder Head
in Fuel Delivery
Posted
This system is already used in the 60e by BMW in a F2 formule car and been build by Dr Ing Apfelbeck as a 4 cilider engine , and been called the Apfelbeck engine