strotter

Those are the most beautiful cloudscapes I've ever seen ... "mammatus" clouds.

Is this a 1st generation V8 with vortec heads on it, conventional rear distributor and split oil seals? Or is it the "vortec" motor, a third (?) generation v8 from the mid/late 90's?

I'm still trying to figure out how to pronounce "Oconomowoc"...

Personally, I think even a bone-stock 30-some year old Z needs chassis support, but that's just me. My un-stiffened 72's in the 350 hp range, and I must say I believe I can feel it flexing just a bit - or maybe it's my imagination. Keep in mind it still has a stock diff in it, so torque tends to become tire smoke before it becomes velocity.

If he's any kind of daddy, he loves his little girl a lot more than he loves any car. But if he's a car hound too, here's an idea: find an exotic car dealership. Grab the woman and a decent camera, or even better, a professional photographer. Have some pictures taken of his little girl (your big girl) in or around one of the exotic cars. Have the best shot blown up big and neatly framed. Be prepared to spend some money, possibly four figures but probably less. Try to have the picture tell a story of some kind that's meaningful to him - perhaps she can be holding a toy car he gave her as a little girl, something like that. Be creative, and mercilessly romantic. Also, unless you're *very* sure of your relationship with him, leave yourself out of the shot - he might think you're a great guy, but she's the one he'd walk through fire for. Also, it's pretty cool you'd go to this much trouble to think up a good gift, no matter what you finally decide. Bravo.

This is one of those interesting things about the internet. They say that sometimes a person's meaning is obscured in writing because it is text; without seeing a person's face, their meaning can be perceived as rude, demeaning, or brusque, when in fact it is *meant* to be helpful, positive, and constructive. Funny thing about writing, huh?

If I were doing it again, I'd go with a 280 rather than another 240, despite the fact that I live in California. In particular, I'd look for a '75. Why? Smog-inspection exemption for that year, right, but more importantly parts availability. There were a *lot* more 280's sold than 240's, and it shows in the junk yards. I actually ended up using a lot of 280 parts in my 240, including most of the interior and quite a bit of wiring plus lots and lots of little stuff that'd cost a fortune new. Bumpers, after all, can be replaced. And a street car *needs* to be a bit beefier. Take the interior parts I mentioned above. 240 plastic panels are virtually paper-thin, the 280's are possibly twice as thick. How many hours did I spend trying to salvage the originals, then how many more did I spend swapping in the 280 parts? Lots. And the 3-point belts - my 240 didn't have 'em, ended up assembling something-or-other that'd fit; the 280 had 'em built in. Suspension replacement parts - poly kits - are designed for the 280, but are sold for 240s, and there are a couple of differences that make life hard. Or fender panels: I'm pretty sure they're a heavier gauge in the later models, important to me because I tend to lean on the fender when I'm working in the engine compartment, and have managed to oilcan the top of mine a bit. And A/C - 280's had it, 240's didn't. It ends up that there are lots of little differences that just make life easier, from the mechanic-ing perspective. After having driven a 350-based Z swap, I can honestly say I'd trade a bit of weight for the "livability" the later model has to offer. Heck, my just going on a diet would make up the difference in weight between the two models, sans bumpers of course.

I'm thinking the OP is talking about a Lotus Elise, minus about $10,000. Personally, I'd maim a mommy to own one, but it's a bit out of my "toy" budget. I read somewhere, years ago, that sports car markets consisted of California and the Northeast, places with lots of disposable income and winding roads. What's the attraction of a car that turns good when there are no turns?

Girls don't fart, they foof. And if there should suddenly be some unexplained odor in the house, it's the cat.

I'm going to need more info on the "afr gauges are illegal" thing. Reference?

Despite what you may have heard, 305's are perfectly good little V8's. A number of people here have done swaps using that motor, and I can tell you firsthand that a Z with a good running 5.0 gets up and moves. It won't be a record-setter, but it'll provide hours of fun with torque aplenty. It's true about the bracketry of the V6 fitting a V8. Though I have not used any brackets from a v6 on a v8, my neighbor has a pile of them in his back yard and they are visually identical to mine - the front-mounted aluminum castings type. There may be differences, but they are not obvious to the naked eye. I cannot vouch for the transmissions. I *do* know, however, that there are differences between the V6 and V8 T-5's, they are not interchangeable. I believe it has to do with the number of splines on the intake shaft.

And why, in the name of God, were they *filming* this? To show how clever they were to tow a car with a cable?

Is that car pink? Err, I mean pnik?

OK, there have been a lot of interesting facts about brakes and braking going on here, but nobody has really answered the original question: Ultimately, everything else being equal, doesn't it come down to the brakes being able to bring the rubber/road interface to maximum static friction, and keeping it there long enough to bring the vehicle to a halt? EDIT: reading the quote above, I'm getting the impression that the writer was under the delusion that "locked up" was the quickest way to stop; I know that it is not, so please pretend he said "the brakes were powerful enough to cause maximum static friction braking". Thank you.

Something to be careful of when starting a motor with just headers - dirt & dust & filth. On your fist start, you'll probably not have the air filter on. When that puppy catches, the rush of exhaust will motivate every bit of filth under the car into the air & thus toward your intake. Happened to me - it's amazing what's down in the lawn yet still mobile - and I wouldn't count on a driveway being pristine, either. Hit the area with a leaf-blower before first start. Also, a suggestion: if you have a couple of old mufflers laying around, mount them directly to the collectors - they'll fit with some hose-claps and creative use of strips of sheetmetal (I had some mufflers from a pickup with a 3" inlet, then used sectioned cat-food cans to fill out the diameter of the collectors). If you want you can go down to Kragen or P-boys and get an pair of adapters so you can mount them neatly - but find a size that fits on the outside of the collector, you don't want to deform it pinching down the hose clamps. Doesn't need to be a perfect fit, but it doesn't have to be, and you'll be able to take your time and hear everything. Obviously this only works if at least the front-end of the car is up in the air.

What is your complete combination? Base motor, approximate C.R., cam, how is your fuel delivery set up? Are there other mechanical problems? What electrics are you using? Need more info, but I must say there must be a serious problem somewhere for the motor to fall down at 3k.

The cost of the mounts will be the least of your worries. I kept a spreadsheet of all my costs, and that item (the JTR mount kit) is barely visible among the truly LARGE numbers. Heck, I spent more money on door seals than I did on the mounting kit. Listen to 240zV8's advice, get the JTR book. It will detail all the stages necessary to successfully complete a swap - or at least give you a reference point to work from.

I got the Victoria British (Black Dragon) carpets a couple of years ago when I redid my '72. The quality is - meh. If there were a better source, I'd use it next time even if more expensive.

It's a great feeling, isn't it? Love it when a plan comes together! Congrats and keep us posted!

Not true - overlap counts w/ efi. From thirdgen.org, Plenty of other good stuff there regarding EFI tuning in the DIY PROM forum.

If you can get ahold of the JTR "Fuel Injected Motor Swapping Manual", or whatever it's called, there's a chapter about smogging a car with a swapped motor. It's not only possible, it isn't that tough. The gist is that the new motor has to be the same year as the old one or newer, and all the original smog gear on the new motor has to be present and functional. This includes converters, unless the original car didn't have them. Once you get it rolling, you take it to a referee (once) and you'll get a tag that will allow you to smog the vehicle legally forever and ever. There have been a few threads in the past about smogging swaps, with links, but I'm sick and don't have the energy to look them up.

Welcome to Hybrid Z! The T-5 is a commonly used tranny for V8 swaps. It's small, affordable, and available. The hydraulic clutch requires a different master cylinder, but they're available from a variety of sources, such as Tilton. Factory T-5's aren't capable of handling a strong-running motor - I'd guess anything over 300 ft-lbs - for long, depending of course on how you drive. I've used up two. If you can get a T56, though, spend the extra money. Now, let me say that everyone at Hybrid Z is glad you've come by to ask some questions - that's why we all hang out here, to help guys who are trying to get started in a very interesting project. Seriously, it's a fun way to spend some hours, helping somebody work out the details. However, you might imagine that such questions have been asked before - some of them many, many times! For that reason, "newbys" are generally pointed in the direction of a few very, very important resources that will make their lives easier, lower the bandwidth on this site, and increase the quality of all discussions. First, The Book. I'm referring to the "Datsun Z Car V-8 Conversion Manual" by JTR. http://www.jagsthatrun.com/Pages/Datsun_Z_V-8.html . It's generally considered the Bible of these swaps. Whether you're a total beginner, or an experienced semi-pro, it'll help you figure out "where you stand" with a swap (of any kind), what you'll need to think about, and what you'll have to spend (time as well as money) to get it done. Consider it mandatory. Second, the site here has an excellent "search" function. At the top of this very page you're reading, you'll see (in the top half of the blue bar) shortcuts of various kinds - "User CP", "FAQ", "Member List", so on over to "Search". Clicking on Search will give you two options: an immediate global search just by entering text into the popdown field, or an Advance search page where you can specify much more detail. This is very important: many members have seen some questions asked *hundreds* of times, and can get a little impatient with new users who don't use the Search function. Finally, on the forum "Index" page is an entry "FAQs". Inside you'll find a variety of articles on everything from transmissions to wiring. Very, very useful, and a huge time-saver for you (and me!). Check it out. So get ready to do some reading! There's plenty of information here, and there are plenty of very helpful members. Try to "get up to speed" as quickly as possible we'll have in your hybrid by spring!

Hey, I'd like to get in on this, too. But first, I need to know: By what criteria do we get to make fun of somebody else's work? If it doesn't appeal to *me*, like if someone's taste is really different than mine, is it OK? Or perhaps if someone's project is really distinct or unique? I need some clarification here, so I can get it right the first time. Thanks.

Yeah, there's a personality type here - and I'm one of them - that always has to "do it a little better", competing endlessly against themselves. Create, operate, observe, reanalyze, redo - it's an seductive cycle. The upside is that eventually you get a pretty functional "thing", the 99% percentile perfect. The downside is that, even after repeated success, there's no satisfaction, all we see is the lacking 1% flaw. An obsession, true, and possibly destructive in the long run; but looking over the results, such as some of the machinery we see here on HZ, it is clear that it can be spectacular, too.