ben240z

In which case i appologise for putting this in here and will start a new thread in the wanted section. Please do not read this from now on

thanks buddy cant believe that the mods over there are the shouty types. Thought that you were all friendly.

Hi Guys anyone know of or have got a bell housing for an L series engine/gearbox. Needs to be the seperate type not the standard half the gearbox casing. Shipping costs to the UK (or florida) would be appreciated Cheers Ben ben240z@aol.com

I run a slide throttle assembly on my engine. 6 trumpets with injectors fitted into them mounted onto the slide assembly. At full throttle there is no throttle spindle to obstruct the flow of air. The throttles all open evenly at exactly at the same time and all operated on 1 cable.

mid 70's janspeed datsuns at the workshops 100a cherry, 120y sunny and the 240Z in the background

is this old school enough 1976 dutch race car same car but circa 1974 same car circa 2005 hope you enjoy these ben

I would have thought that the easiest thing would be to have the engine delivered to the garage where the lifting gear is. The other option would be if the truck delivering the engine had a tial lift then the engine could be slid of the tail lift into the back of your truck, this would rely on the delivery driver being helpful!!!!!!!!!! If I was the delivery driver then it would not be a problem but then some people are jobsworths and will only do what the job description details. Good luck. cheers ben

Tony yes this is the janspeed car that ran at zandvoort, and yes please let your source and anybody else find an LY head, even a damaged/incomplete one. Cheers ben

hi guys, thanks for the kind comments. To answer just a few things, No it is not supercharged or turbocharged yet No the torque figure stay at 270 Yes it does have more HP than 200 Yes it is still in a mild state of tune as we did not want to lose the motor so early in the project by getting maximum power straight out. I got too much wheelspin on the take off so would expect the 0 to 60 time to dip below 4 seconds. I normally do 64 ft(i know its 60 ft in drag racing but on hill clims we time 64 ft as 64 ft in 2 seconds is 1G) in 2.1 seconds without the launch control. The colours are the dutch flag colours in recognition of it's history The gearbox is a modified 240rs casing to take the straight cut close ratio internals (custom made) The aerodynamics are an ongoing project and the video has been helping to identify areas to be worked on and improved. Dont forget that when this car was built and raced the aerodynamic knowledge was not what it is today. I am working on a full spec sheet and history of the car and will post up a link when it is finished, probably a blog as I can then keep updating it. Once again thanks for the kind comments and interest. cheers ben ps look for the green twin engined(megabusa) sports car at gurston on the www.brayspeed.co.uk link now that is awesome. There is also another 240z(a good friend of mine ken dollen)

hi tyson thanks for the comments. The bodykit was designed by Janspeed in the 70's when they were running the car in the european group 5 sports car series (finished 2nd) and used to run a wing sat on the tail as well ( I cant run the wing in the class that I run in ) If you look in ben240z gallery at www.zclub.net then there are some pics of the car back in the 70s. The body kit consists of complete front wings/fenders nose cone or bonnet extention piece front air dam, now transformed into spoiler with splitter rear wings/fender attached over existing steel body I have added the rear 3 piece spoiler to replace the rear wing The body kit is available in either glass/carbon/kevlar as I have the moulds there should be some more video and incar footage next year.Checkout the brayspeed site www.brayspeed.co.uk for more cars at the hillclimb, there is another 240z and a twin megabusa engined force. cheers ben

Tony, I very rarely use nissan parts as the whole car is way past the standard part position. The windows are all plastic except the windscreen which has to stay glass for the regs. (poly would be nice) everything else is pretty much fabricated as requried. I think there are maybe some of the french and dutch connection that will be going to spa and maybe even a couple of 240's competing again as they did this year. I think that as usual the event will clash with a round of the hillclimb champ that I will need to attend so doubtful that I will be there. cheers ben

Glass fibre at the moment but once I have finalised how I want the hood and bracing then it will be carbon or kevlar along with the rest of the bodykit. Got to get the car under 850kg even with the roll cage:wink:

Tony please do contact next time you are over here. Try to make it during the season and come along to a hillclimb UK style. cheers ben

No dreams this side of the water my friend. Yes it would be nice to have a xflow head to sit on top of the block. Sadly as has been pointed out on other replies the cost of the block is not going to make it a viable proposition for shipping to the states so the blocks will most likely stay here. Thanks for the positive replies and I will respond t them when we have the costings finalised but doubt I shall waste my time here otherwise. cheers ben

sorry pal you lost me there

Yes the iron blocks are nearly impossible to break unless you have a rod come out of the side or you break through when boring out to 89mm. even if you dont break through the walls are so thin that the block has very little rigidity left in it. That is the experience found over here. The idea of the ali block is for those people that have to or want to stay with the L series straight 6 or want to build a strong 3.1 motor or just looking to take a signifacant wieght from the front of the car. Another reason is that we do not have the supply of turbo blocks that you have as a starting point for the big motors. I appreciate that the regs over there may be too constrictive for this type of mod, and also you have such a wide range of cheap big motors to choose from as transplants. Why have a cast iron anchor when an ali anchor is available? When we have the final costings and the blocks are available I will let the interested parties know. This engine is not aimed at the engine builder that collects bits from the other L series engine and bolts them together to get a known compresion ratio/power output. I'll get me coat and go back out to me garage now.

1 cost will be an issue as there will be a small run of these but I think that the cost will be justified with the results 2 If the legality of the block over there is an issue then it sounds like a no go from the start. There are regs here that state that the block has to be externaly identifiable as original type fitted to car. 3 some people dont want to go down the V8 route. Comparisons on wieght, cost etc will be available but there is the obvious advantage that you have over there in as much as the choice of big motors at your disposal and then the disadvantage of the cost of shipping.

The coils sit on top of the plugs and are fired from the ECU

Hi there. We have a project running at the moment concerning the developement and production of Aluminium L series blocks. These will be cast to look identical from the outside to a standard block, probably the F54, but will have the obvious benefit of much less wieght and good wall thickness to allow for 89mm liners to be used for the 3.1. I already have a significant interest in the UK and am just gauging the states to see if there would be a demand for this over there. Other projects are being looked at with regard to the further developement of the L series engine. cheers ben

N/A on a good engine management with throttle bodies/slide throttle assembly(if you can find one of these) multi point injection and distributorless ignition. Beats the pants off a turbo motor in my opinion cos there is no lag. Just out and out torque ready to use. Drivable on the track and road.

various pics of the setup and car in my gallery at www.zclub.net ben240z gallery. there will be more pics going on over the winter as the car progresses

My N/A 3.1 at work. The engine is built using a nissan factory big bore block(extra thickness in the casting) with LD crank, 89mm forged pistons, 11.1 comp ratio, throttle slide assembly with 6 injectors set into DFL trumpets, coil on plug distributorless ignition controlled by DTA engine management with fully mapped ignitio and fueling. Traction control and launch control is part of the system but not used in the dry. Full data logging on the ECU. The engine at the moment has just finished the first full season in this form and is still very much under developement but at the moment is producing 200ft/lb @ 2000 rpm and 270ft/lb @ 4000. The car itself is the car that Janspeed used to race in europe and the engines in the picture that Alan has posted on the OS GILKEN thread are the engines that were used in the car. The Xflow headed engine was never raced as there were serious head gasket failure issues. The slide throttle assembly, block and head are the same items that were used in the race car though the slide throttle was again never raced. This was used on an experimental injection setup that was being developed by Janspeed at the time. Sadly (for me and the history of the car) the xflow head was kept by the people that bought the car from Janspeed and sold on to it's present owner. try this link to see the car at work http://www.brayspeed.co.uk/assets/ben%20stapley%20gurston%2006%20f.wmv this link is a short vid of a shootout for a tuning mag that specialized in Japanese cars and is the only time I have done a 1/4 mile but was quite pleased with the results 0 to 60 4.2 secs 0 to 100 10.4 secs 1/4 mile 12.7 secs cheers ben