Mack

I hope tihs is a cruel joke!??!? that guy needs to have his head kicked in. did the guy from eugene offer more money? what was his reasoning behind selling it from underneath you? When I put a deposit down, I usually get the title before I leave. kind of impossible for them so sell it without that, or at the very least I geta written bill of sale and have both parties sign it.

and dont forget the heads themselves! Im just playin, foo! glad it looks like its gonna work out. Is ol' silver getting ITB's for it?

History of the KA head idea and part 2 Bryan is just the closest to finishing it, or will actually finish it. dont hear much from TBS anymore. I should have mine running within a month or so, not in time for MSA obviously. The guy working on mine recently had a trip to England to hang out with an F1 team. Meh, Id rather do that than work on my head as well. P.S. Hey Bryan, half of your head is still mine, lol!

pretty sure stock N/A stuff is only 185cc/min. that could be a problem.

you are choking your engine with the N/A AFM. N/A engines see power improvements with a turbo AFM when swapped. ditch it all and get a megasquirt set-up. you will be VERY happy you did.

I emailed a guy about a few monts ago regarding a turbo set-up I saw on a forum. He had an SVO mustang and claimed 20psi by 3000rpm. this was his original post............ I emailed him asking a few questions and this is the response I got... this was before I bought my turbo off of Ebay for $125 shipped to my door, lol hope that helps a bit, but probably not, lol

I was kind of concerned about the fit, but I figure with my Frankenstein head, I wont have to worry about the intake getting in the way. I have that side JUST for the turbo and manifold. tends to free up a lot of room. from the dyno charts Ive seen,. the Ford PSD 6.0 and chevy 6.6L deisel engines equipped with this turbo are making well over 300lbs/ft at only 1500rpm. so, that means that they are making boost pretty low so, take my 3.1L gas engine with 4 valves/cylinder and I should have NO problems spooling by 3k rpm, even with a .90 exhaust A/R! is my logic flawed?

NO! its a garrett! frame is supposedly a T58-ish? but with the VNT or its also called an EVRT turbo, spool up isnt so bad. this is going on my 3.1L frankenstein headed beast. there was a guy running one on a 2.3T SVO stang and he was getting like 20lbs at 3k rpms.

crap, and I have no pics of my engine bay, mainly because its kind of gross. I do have a P82 intake tho, and I think it was one of the first you saw, wasnt it Tony? I know I had a few people ask me about it, just cant remember who. my car is a 1980 280ZX cali spec.

I swear, it looked smaller in the Ebay ad. Its a VNT turbo off of a GM duramax deisel. I figured since everyone is running Holsets, why not give this a shot with megasquirt as the boost controller. the vanes are controlled with a PWM solenoid.

depends on your compression needs, but the best head for a high compression would be a Maxima N47, as they have the nice high quench head, but havve a 39CC chamber. good for 11.5:1 on a stock L28 flat top. makes a bit of torque. triples are nice, but int hte last few years, a lot of people are running triple throttle bodies and/or megasquirt. its cheap, its been done many times on L series and the support community is top notch. also, if your looking to get wild, check out the head that 1 fast Z and I are building. DOHC for the L series. just do a quick search on frankenstein or L31DETT.

S13/S14 coilovers can be fairly esasily modified for duty in the 280ZX. thats the route Im taking. Rears are a bolt in, except for the top mount. SX has 2 bolts, ZX has 3. easily fixed with a drill and a few studs. fronts will be a bit trickier, but not really. take your old front strut tube, cutt it off, weld on a threaded pipe that the SX coilover will thread into and viola, done and done. I just got my S14 stuff in the mail and Ill have pics up soon.

YES! megasquirt is EASY, especially if you follow MOBYs sticky. I jumped in with both feet, spark and fuel and had was up and running within like, 2 days. do yourself a favor tho, and get a wideband O2. narrow band sucks for tuning.

Im interested to see the outcome of this, as I too have considered getting my pistons, chambers and exhaust runners coated. On top of the pistons, I think the coatings offer a bit more of a barrier against REAL damage, just like forged pistons will take a bit more of a beating than their cast counterparts. There comes a point where the coating will fail, and there comes a point where forged pistons will also fail. The coatings just offer a little more forgiveness before the engine parts reach that point. as far as coating the chamber, I would say that the coatings are a good thing in the fact that it keeps heat in the mixture/burning gasses as opposed to being absorbed by various parts of the engine and then subsequently being shed by the radiator as waste.

If you got V3 with MS&S_E, I have a .msq for fuel and spark thats seems to be doing the trick (even did about 10K miles of pizza delivery with it)

here is one of the pages on an australian site that mentions what the engine comes in. http://www.nissan.com.au/navaradual/performance.asp also, the newer generation uses a common rail YD25DT 2.5L deisel engine that makes more HP and uses a variable turbo charger. might work out also.

overseas fronteirs I beleive. 3.0L 16valve turbo deisel rated at 150hp and about 215lbs/ft of tq.

Im looking for a turbodeisle ZD30DDT for a bit of a pet project. does anyone know of an engine importer tht would import such a beast to the U.S> for me?

and that casual observer would be the smog officials in san-diego, from what I understand. This system was designed to pass the VISUAL inspection, which it did. 245 is huge in that car! that would make quite the fun ride!

hewre are some pics of the sleeper honda.. nie and stock. engine bay, nothing seems to be amiss.... UH OH! what have we here? I guess this car passed the san diego smog checks and visual inspection.

Im an S130 fan. and a 2+2 one at that! Im such a fan of thses damn cars that Im going for Z32 big brakes and coilovers modifyied from an S13. and my car is getting a 3.1L with a frankenstein head oni it. hopefully all will be done in time for MSA.

sorry, I realized the error in my post not too long ago. yes, it still does have more area under the curve, but the off boost performance is drastically reduced. its a giant cork in the exhaust system. you are squeezing 5.7L of bottled up exhaust through what, a t3? a T3 is almost too small for an engine half its size! also, there are tons of way that system could go awry. imagine if an air filter or a charge pipe were knocked off on the highway and just how much dirt and road ♥♥♥♥ would get sucked right through the turbo into the engine. bye bye rings hello rebuild. Im just not a fan. Remote mount is one thing, but remote mounting behind the rear axel (unless its a rear engine car) is tomfoolery. epsecially on a car like ours where factory turbo parts are most certainly readily available. on the subject of stealth turbo set-ups, Ill have to find the pics of a 1995ish civic 2 door thatt looked BONE stock, but was rocking a turbo. had a charge pipe running through the stock air filter box and the turbo was hiding under an exhaust heat sheild. it was purple. anyone seen this kicking around?

remote mount sucks. If you know the basics of turbo theory, you'll know why. have you ever seen Dyno charts on those? they make decent peak numbers but thier area under the curve sucks ass. notice how they dont show anythign under 2500rpm on the dyno? you can see how much it kills the powerband off boost. at 2500rpm, the stock car is making 300lbs/ft of torque, while the turbo is making only 250, Im sure earlier on the powerband, its gets much worse. because you are jamming 5.7L of exhaust through ONE t3 sized turbine. not cool.

N/A RB25DE or maybe build an N/A RB30DE. the 25s NA can be had pretty damn cheap.

yeah, that little thing is a good excuse for a cam upgrade, thats what it is! "while Im in there, I may as well..........."