zigzag240

Solved my T5 issue. Despite the shaft splines looking too large the gear pressed right off. Even with a strong light it didn't look possible, the gear splines look 1/4 the height...an odd optical illusion. Looks like the Nissan T5 is identical to the other NWC T5s after all.

I'm rebuilding a Borg Warner T5 from a 1983 280ZX turbo. I have a full rebuild kit and have spent the last couple of weeks reading and memorizing everything there is about the process. But I'm stuck at the step of removing the tapered bearing from the REAR of the output shaft. The Ford T5/Nissan/AMC shop manuals all state that you simply press off the 5th gear and slide the bearing off. But on mine the splines on the output shaft have a step that prevents it from being pressed off the rear. And since the 1st/reverse hub on the front is not supposed to be removed because its set precisely at the factory there's no way to change the brass blocking ring either. Maybe I'm seeing it wrong, but this has stumped me. Has anyone here replaced their rear output shaft bearing. How did you do it?

Check out the Webcamshafts 94a. Ground on a new billet it has stock base circles and uses stock lash pads and springs.I've been running one for 6 years with no issues.

Just got the turbo oil pump in the mail. Black Dragon sent me an ITM brand 057-1057 which is nicely machined aluminum and appears physically identical to the Nissan pump. I opened the case up and it does have a 40mm rotor, so this is the high volume model. The ITM website lists the 057-1057 for the cars below. Interestingly, they list three other models for the 280ZX NA, turbo manual trans, and turbo auto trans. I didn't realize this pump was so universal, maybe it supercedes the turbo pumps. 1990 Nissan 240SX • 2.4L L4 2389cc • SOHC • KA24E Desig. 1990 Nissan D21 • 2.4L L4 2389cc • SOHC • KA24E Desig. 1994-1990 Nissan Frontier • 2.4L L4 2389cc 1998 Nissan Frontier • 2.4L L4 2389cc • Base • Sold in United States 2003-2002 Nissan Frontier • 2.4L L4 2389cc • SE • Sold in United States 1999 Nissan Frontier • 2.4L L4 2389cc • Sold in United States 1998 Nissan Frontier • 2.4L L4 2389cc • XE • Sold in United States 2004-1999 Nissan Pickup • 2.4L L4 2389cc • SOHC • KA24E Desig. 1997-1995 Nissan Xterra • 2.4L L4 2389cc • SE • Sold in United States 2003-2000 Nissan Xterra • 2.4L L4 2389cc • XE • Sold in United States

I went ahead and ordered the Black Dragon. I have the internal gasket, so when I get it I'm going to open it up to make sure it has the 40mm rotor..I'll post the results.

Thanks, read that weeks ago but it doesn't mention the Black Dragon Auto oil pump, only the MSA.

My old 280ZX turbo oil pump is really worn so I plan on replacing it with a new turbo pump. The correct high-volume Nissan pump #15010-S8000 is $145 from my dealer and $223 from MSA. Black Dragon has the "1981-83 280ZX turbo" pump listed for $69 however. Does anyone know if the Black Dragon model is a Nissan part, or have they located a generic replacement somewhere? I would hate to order one just to find out it's a cast iron Melling.

You may have the motormount brackets swapped to the wrong sides....

I have a '70 240 with L28 and replaced the 5-speed with a BW T5 a while back. I want to make sure the output shaft of the trans is indexed with the flange on the differential...to cut down on vibration, etc. But I don't trust my measurements using a straightedge or laser. Can I ask a big favor from anyone who has their 1970-78 (stock manual transmission) on jackstands...to go under and measure the distance from the centerline of the trans output shaft to the floor above it? This one of the few measurements I can't find in years of archives. Thanks anyone....

I took a 2nd look and agree with you. The drag isn't really that much, both side feel equal and smooth. I can turn it with three fingers, I suspect a few miles and heat/cool cycles loosen the seal slightly. Makes sense that the shrunken 40 year old seal didn't drag as much. I was just being paranoid and hoped to have the hub 'freewheel' the way the front does when spun. Thanks......

I just finished replacing the rear wheel bearings on my '70 240 and I'm tightening everything back up. The stub axles now spin freely with one finger, but when I insert the rear flange into the rear seal, the metal lip going into the seal adds a fair amount of drag which is odd. With everything torqued down the axle is harder to rotate (take one hand) but it's not from the bearings (I checked), it's the grease seal holding the flange lip. The seal is the correct Beck Arnley seal (factory is unavailable). Has anyone else noticed the seal adding appreciable drag when rebuilding the stub axles? Thanks anyone...

The rockers may be matched, but the valve seat heights on the head you got it from, and the one you're putting it in are going to be off by minor amounts. Since it's a junkyard cam you may want to risk it, but getting the rockers reground by Delta cams is a good idea. Noting worse than having a lobe grind down after 2000 miles. -Bryan

The Cranes were good cams, I used to run this one which is their stage 2. The lobe base circles allow you to use the stock lash pads and spring, all you need are new rocker arms. Running it on a stock compression ratio will loose some bottom end torque though, the 10:1 minimum recommendation is accurate. This is probably the spec sheet you have.... Part Number: 168-0012 Grind Number:DA-272-2-10 Engine Identification: Start Yr.End Yr. Make Cyl Description 1970 1984 DATSUN-NISSAN 6 GOOD IDLE, DAILY PERFORMANCE USAGE, GOOD LOW AND MID-RANGE HP, AUTOCROSS, RALLYING, 10.0 TO 11.5 COMPRESSION RATIO ADVISED. BASIC RPM 2200-5600 Engine Size 2393-2753 C.C. Valve Setting: Intake 0.15 MM Exhaust 0.20 MM HOT Lift: Intake @Cam 7.41 MM @Valve 11.43MM All Lifts are based on zero lash and theoretical rocker arm ratios. Exhaust @ Cam 7.41 MM @Valve 11.43MM Rocker Arm Ratio 1.541 Cam Timing: VALVE @.254 MM Lift: Opens Closes ADV Duration Intake 27 BTDC 65 ABDC 272 ° Exhaust 72 BBDC 30 ATDC 282 ° Spring Requirements: Triple Dual Outer Inner Part Number 99884 Loads Closed 90 LBS @ 42.1MM or 1 21/32 Open 180 LBS @ 31.4MM Recommended RPM range with matching components Minimum RPM 2200 Maximum RPM 5600 Valve Float -- Cam Timing: VALVE @1.0 MM Lift: Opens Closes Max Lift Duration Intake 11 BTDC 41 ABDC 105 232 ° Exhaust 56 BBDC 6 ATDC 115 242 °

I have a triple set of new Weber 40DCOE's on my L28 that I'm readying for first startup this week(!) The only spec I can't find anywhere is the correct float height. The Weber book by Pat Braden shows a 15mm height for the older model DCOEs with round floats. But my 40DCOes are the newer models 151's with rectangular plastic floats. I measure a 12.5mm height from the bottom end to the lid on mine. - I'd like to set this properly the first time, does anyone know the correct float height for 40DCOEs with the rectangular floats...on a L28? Bryan Little Datsunzgarage.com

Maybe they were just telling me what I wanted to hear, see if you can see any opening in the runners.