SLVRBLLT40

Now, when they say negative deck height on the calculator, do they mean that the piston is recessed into the cylinder at top dead center or above it, because, at least in 1983 for certain, on a non-turbo L28, the stock piston is most certainly above the deck at top dead center.

I gots a question for ya'll. Maybe I'm totally overlooking something, so hopefully someone can help. The P90 has a 53.6 cc chamber (blueprint OE specs), a Fel-Pro replacement 1mm (0.40) headgasket has a 3.47 bore. L28 flat top pistons pop up above the deck .020 I believe. Engine bore is 3.39, stroke is 3.11. This yields a 9.09:1 compression ratio. That's a decent amount above what Nissan claimed. What am I missing here?

I am paying for now for the fun times of the past haha. I'm 24, 6 points, assigned risk insurance, liability only on my Zed is $86 a month.

I just built myself an L28 N42 for my 240. I'm using the stock '83 280 rods and pistons (which pop up above the deck .020). I found out too late the head was chopped .030 and with a stock headgasket, it ended up yielding me about 11.6:1 compression. Obviously check your specific head and don't take my word for it on any modification. There are some pretty spiffy compression calculators out there to help ya out.

The myth with the Hot Rod guys in general is that modern day, California gas (all gas here is 10% ethenol) is total junk. They base this on the fact that it doesn't contain lead (even though lead hasn't been in gas since 1973) and since all muscle cars died in 1973, that must mean the quality of gas died too. Total bologna. The main problemos with ethenol is gas is that A.) There's a pretty major hit in gas mileage. I think from 100% gasoline to 100% ethenol, it's a 30% drop or something like that. B.) Ethenol eats old cars. The fuel lines, the carbs, the fuel pumps, the tanks, pretty much everything in the fuel system. If you've ever opened up your carb and saw little white crystal babies in there, that's from the alky in the gas. Everything else about ethenol is good. Without ethenol, 11.5:1 on street car would be impossible, since the alky content does lower the combustion temperature.

Yeah, your are deffinately running a very quick 60', but by your 1/4 mile time, I'd say your car has some horsepower hehe. On a car that sees mostly street use, more times than not, your 60' will suffer, since the car will usually bog off the line or just totally annihilate the tires if it's got enough power to break them radials loose.

Outlaw Star, Cowboy Bebop, Hellsing and the OVA, and Wangan Midnight, of course. Also glad to see I'm not the only one that watches FLCL. If Vespa's were A.) EVER ridden by a pink haired broad carrying a two-stroke powered Rickenbacker bass around and B.) Did fuel altered burnouts, I'd actually have a tinsy, tiny bit of respect for them.

PowerSlide: Slow 60ft (depending on converter used) Good mid track One less shift the trans has to make If the tires spin off the line, you pretty much have to completely let out to control wheel spin Much lighter than the TH400 The preffered tranny for high HP cars TH400: Faster 60ft Can take more HP Easier to modulate wheel spin Weighs more Has that extra gear to shift Preferred trans for street driving and moderate HP

I can tell you that when you autocross, do not go from a worn out, 2.4 Zed into a new 2007 350 Zed and forget that you now have 100% more horsepower under your right foot. They get all mamsy pamsy when you dump the clutch and annihilate the the rear tires for the first three turns but then decide it's fun and do it the rest of the track. But that's just an example situation.

I just finished my 280 F54 engine, so I still have all the head gasket specs for a 1mm FelPro saved in my compression calulator Anywho, with said head gasket, if you're running the flat top 280 pistons, which actually pop up above the deck .020, and an uncut E88 head at 44.7 CC combustion chambers, you will be running at about 10.6:1 compression. If you use the dished turbo pistons, you'll be at aroun 8.4:1 or in that neighborhood.

Yeah, I know what you mean. I have my timing at 31 and it was pinging, but I put some 110 in it today and hazaah, it now hauls major ass. So I'm really really happy with it and I think I'm gonna keep running the non-sense money juice. Tomorrow I'm gonna try to advance the ignition to 34 or so and see how it does.

Do you run them on race gas or what's your secret?

It's an L28, in which the pistons are flat tops that pop up .020 above the deck. I'm running a .040 (1mm) head gasket, and the N42 head that's been chopped .030. I typed in said specs to my compression calulator, with a 44.6 CC chamber, and then subtracted .030 from the head-gasket thickness to simulate a chopped head. I know it's not the proper way to do it, but I don't want to take th head off and CC the combustion chamber. Ah, and my cranking compression with all plugs out of the cylinders is 240 PSI across the board.

I just wanted to vent a little and say that I lazily didn't measure the combustion chamber CC's on my junkyard N42 head. Turns out it's been chopped .030 and I used a thin 1mm headgasket. I just built myself a 11.63:1 race gas engine with a stock cam, valves, and ports. D'OH! At least low end torque is super duper.

I just took a dial indicator to my P79 '82 280ZX camshaft and to my N42 camshaft. They ARE NOT the same. The N42 carries a a .433 lift on both intake and exhaust lobes, whereas the P79 carries a .413 intake lift and a .433 exhaust lift. And no, the P79 cam does not have worn out lobes. I am also willing to bet the duration specs differ on both cams as well. Super duper.