MAG58

Not the car I was in, but same styling/2.6 looks. No car that looks that... Mercedes ish? Should be that quick. That's just silly. And they Cossie 2.3/2.5-16v's have been known to pick some pretty serious fights with it's arch enemy, the E30M3. Really I don't think you can beat one for the money, now that the E30, IMO has been blown way out of proportion with people getting silly amounts of money for them even if they're all ragged out.

I was sitting at home, playing in my garage per standard saturday night protocol, when I realized something. I've worked so hard to get a big motor ready for my 240Z and I hardly want it in there .... It's my current DD for college, it gets high 20's in MPG, starts first time every time, looks great, is fantastically comfortable considering the suspension that's under it... It may not be the fastest in the 1/4 but damn it handles good. It does everything I want it to. Oil change every 3k, never a down day. This thing is the most reliable car I've seen. If anything will get me through hell and back, it's my ol' 240Z. Maybe I'm content? But I'm 20. I'm not supposed to be content. Aren't I supposed to want it to be a fire-breathing unstreetable monster that requires work every weekend to keep it running? And then again, I made a horrible mistake the other day. I rode in a Mercedes-Benz 190E that had a twin cam M104 3.2 engine stuffed inside (straight up bolt in procedure for the 2.6) accompanied by bigger W124 swaybars, Bilstein's, H&R springs, and 400e brakes. It was 2900lbs for a comfy 4 door mercedes sedan. It was calm. It was quiet. It was downright cozy. The interior is just a nice thing to be in. It was the most terrifying thing I've ever ridden in. For being a mercedes, it took corners at speeds that I would hesitate in my little Z car, without even flinching. The amount of bottom end that big twin cam motor had was nuts. It only had just south of 300hp and it was scary quick. And the next plan on the table was a turbo (which apparently these M104's love to be turbocharged, and love is an understatement) For a mercedes, it was pretty cheap too, I'd say I probably have the same or a little more in my Z car. At the end of the day, it was still a little dinky, stock looking old mercedes benz. You could still bring it home to mom/the ol' lady and not flinch. Had you seen it at a gas station you could not tell that it wasn't the dinky 2.3 that does 0-60 if and only if it's being assisted by wind, a rocket, or the force of the almighty God. I'm conflicted...

I tend to get impatient and tailgate someone who's driving the speed limit (or god forbid under) Also cut across multiple lanes of traffic at once to get to a lane that isn't sitting still. Don't really slow down in the rain much either.

Oh the chatbox... How I miss the days.

Wow... Points for creativity though.

Tony D: Thanks for the explanation, very logical. As for the cranks, would you ever have to re-harden after you lop off .080? I know My M104 requires re-induction hardening after a shave more than .020. And even though the 48mm does not have as much strength as a 50mm, it should be plenty. Nascar has been running the 283 main bearing journals with the small 2" rod journals at 9500rpm and 700+hp for a while now. I do realize that a 2" rod is still 50mm, but it's a bit less than the standard SBC rod journal.

Also as an engine guy to the core, I love all engines. Even if I say I'm not a fan I still love them. I mean what's not to love? At any rate, I've always thought that the idle on "big" displacement V12's was something similar to a tractor, and when it's prodded by your right foot, the heavens open and the tractor goes away. What replaces it is... magical? The SL73AMG is about what I'm thinking of...

Sounds like NHRA Top Fuel. With the current exception of Ford and their boss engine, regardless of body 'make' they're all running a variation of the chrysler hemi. Though considering that volvo came from europe, there's a pretty decent chance it's got the Volvo twin cam I6 in it, especially with the location of that giant turbine being inconvenient for most 8's. Unless it's an S38. That's cool to.

Now I'm interested. Xnke has PM'd me with some very valid and solid information on the subject as there are harmonics in the crank at 7230 and 7490 Rpms due to the oil drilling in the crankshaft however there is no harmonic issue above this. If anyone cares to unshroud this myth, I'd love to learn.

I spy with my little eye.... A front mount intercooler on that mercedes???

If they throw out that stroker kit, I may just have to brush off the ol' twin cam project for a return

I thought the HR had the same deck as the VQ40? The way I read it, Nissan altered from the 35DE to the HR by adding the motor plate setup at the crank end and increasing the deck height (essentially using the VQ40 block) to give a better rod/stroke ratio. They may have not been increased all the way to VQ40 deck height, but while the Nissan tech is paying attention, no sense in not asking questions ...I want to see this done, I think the VQ engines have some of the best designed cylinder heads around right now.

As a microbiology/chemistry major, the best thing you can do is practice problems. Just do them over and over if need be. Chemistry at most times defeat's common logic at that level since there is just so much going on past that which you will definitely not get into at your level. Going over practice problems until you've got the patterns figured out and the exceptions memorized will make life a pinch.

Unless the L20A is fully counter weighted (none of the other L6's are so I don't see why It would be) it would still be missing the same 4 counterweights on 2 and 5, leaving the surrounding counterweights to make up for it. I was reading in my "how to modify you're 510 & 240Z" books that at a bit lower rpm than what that L20 was running the cranks still died fast due to harmonics above 8k. I'm not saying that it is physically impossible to do, or shouldn't be done... but what kind of gains would you get in that rev band and what kind of longevity would you see?

I'm still not sure why people want to make a high winding monster on a compromised crank (unless nissan added 4 counterweights for posterity on the L20A?) .

Yep. That's what I did. The 72 does fit, but it requires a different hole drilled in the back. The 280ZX 5 speed (non-t5) looks like it comes out pretty much where it's supposed to.

Gentlemen, It's all about proximity. I'm sure big-phil knows this....

So that's why people pay so much for a Supra. But all jokes aside, very true. I took my twisted up Z doner car (don't worry gentlemen, it was way beyond gone, lots of rust and one side ended up being three inches shorter in wheelbase than the other, neither of them were right.) and got something like 60 bucks for it. Not bad to me.

That's exactly how my advanced works. It's pretty nice having friends in that business.

I'm personally a fan of tri-wing fasteners all the stuff on my car that you can easily get to. Unless you're an aircraft mechanic, odds are they don't have the bit that fits it. I just have regular lug nuts on my car, but they're stock, so I'm not too worried about it

True statement. The better and correct phrasing I should have used was, this is where full engine management shines over a carb and dizzy setup. I'm going to stick with my dizzy statement because the work required to run that kind of ignition control would put you well on your way to full engine management and much more easily adjustable fuel curves (unless you just like swapping jets in your weber's).

My town does but they don't have it. I've asked for NGK's so many times at advance, they usually stock a few now.

Great writeup. I was looking for an EBC that wasn't ridiculously over-priced. I'm glad to see such an informative post on this, and I think I'll be trying it.

I actually thought the same thing. Then again, that is crazy. It even looks like a nice neighborhood too. It's such a nice lookin' GT-R...

The point of a longer rod/stroke ratio is to increase dwell at the top and bottoms of the cylinders. The more dwell it has at the bottom, the longer the time the cylinder has to fill under it's full capacity. What goes with a long rod is less side loading, with less rod angle, more of the stroke is dedicated to up and down movement, thus more efficiency. Along with this lower rod angle, you see less friction from side loading and a slightly cooler running engine. Onto your question, increasing rod/stroke ratio allows for the piston to decel and accell slower at the relative maxes of it's movement, and allows for a longer compression event at TDC. This slower decel (the deceleration is spread out over a longer time) gives the gasses more 'time' to compress, and reduces detonation. Reducing detonation is where efi really shines over carbies. Using a knock sensor, efi has the ability to only advance timing as far as the engine allows without knock. (Though in most cases, it starts at max timing and pulls timing as it detects knock) Carbs do not have this benefit and rely on your skill at timing and tuning to reduce knock. I cannot tell you how much cr you can run in CA since in IN you can get 94 octane from sunoco, but you'd be surprised how much 2 octane numbers can change things. Though if you're dedicated, you can switch to E85 which iirc is about 103-105? octane.