awd92gsx

You can probably give one to ROSS. They'll make a set of custom pistons, but, you'll have to buy two sets...

Strange...in that entire history, I didn't see the Z...

So...is it the axles that are the weak point in our Z's? Hmmm.... I've seen DSM's put out over 500hp with the stock rear end and 4 bolt axle set (from 92-94 Eclipse GSX's/Talon TSi's)...plus, they're limited slip and use a stronger CV type axle...I wonder if it'd be possible to fit one of those suckers up there... They're pretty bulletproof as long as you use the 4 bolt axle... In any case, is there anybody that makes a stronger aftermarket axle for use with the stock Datsun rear end?

ohh man... like 79% had a soul more pure than mine...

Actually, it they will work with the earlier ECU's. You just have to have a tach adapter or use an MSD tach reference signal.

If you already have a 350 in your Z, how much easier is it to swap the Ls1 in...or is it a completely different animal altogether??

Ahh...I must have skipped that statement. No, the reason for the potential ultimate hp loss does not have to do with oil pressure, it's basically an issue of the HLA being able to "keep up" with extreme cam profiles at very high rpm's. The problem is this...until you're tuning 8000rpm pushing about 800hp out of your L28...it's not a problem.

I don't think they were saying that the oil pump would affect hp, I think they were talking about lifter noise.

Hmm...I don't know why you couldn't just put some kind of sealant (or even epoxy) over it when you have your pressure set.

I'll agree that in a highly modified engine (ie; fully built) that solid lifters may be advantageous for ultimate power output (because of ramp profiles at higher rpm's)....but, until about 7500-8000 rpm I don't think there will be a measureable difference between the two designs.... and...that's assuming that all vehicle owners keep their lash adjusted perfectly 100% of the time...if the valve lash is set incorrectly or neglected, then it swings toward the HLA design. In a normal street car, though, I think the HLA is more practical, as long as they work correctly.

So...you're telling me that by simply changing to mechanical style valve adjusters in an L28ET that has hydraulics will gain you 20hp? The main "problem" with HLA's is their rpm limits are lower than manually adjusted valves. However, I've seen DSM's that have been able to run more than 7500rpm with a stock HLA. The "lifter" that you are comparing to in V8's is a completely different animal and works in a completely different way than the lash adjusters that are used in the P90A head (which is the same style as the 4G63T). You may be meaning that you have a potential loss of 20 hp over a mechanical valve adjusted P90 head assuming the engine is completely built...or am I wrong?

No, alot of engines use HLA's...including Mitsubishi's 4G63T...and I've seen plenty of 400+hp 2.0L's using stock HLA's.

Yeah, I can definitely agree with that SleeperZ....and isn't 400hp about the max for the rear end on Z's?

If you're interested, I can build a page showing how to make your own intake pressurizer...you could use that to test your pipe welds...

You tried the Divaroadster.com link?

I thought I read somewhere that the V8 actually lowers the center of grav...

Strange...but, I don't think so... This is at the bottom of that page...

Arizona actually has tougher emission laws than CA...believe it or not. We still test cars all the way back to '67. And it's centralized testing, too I hate waiting in line for 30 minutes (or more) to go through the test. I have to get my 77 tested every year.

Torque...hmmm.... I wonder if I can put a cummins diesel in my 280Z... As far as weight...well...if you talk about dropping an L28ET in, don't forget the additional weight of things like the intercooler, bracketry, turbo, manifold, piping, etc...in either case, you're going to be adding weight to the car...however... Don't forget that the 350 will neutralize the weight of the car and lower the center of gravity...the amount of weight isn't as important as where the weight is. I think both engines have their advantages/disadvantages. We can all agree that there is no replacement for displacement. and...before you say anything about a turbocharged 6 making more power than a V8...remember that if you turbocharge the V8 it will make more power still...so, the ease of getting higher hp numbers out of the V8 will be easier than the I6 in the long run... I personally like the V8 rumble, but, all opinions vary.

Cool...is it possible to run the TPI setup on it?

Well, I don't really see how drilling the hole would hurt...and I think adding stiffer springs would help, too...especially with low rpm noise.

10239906 I read somewhere to not use these cast numbered heads...and that's what they are... Any thoughts?

Ok. I'll probably go with these then, I know the guy...if I remember right, they're from a 96 engine with roughly about 50k on them. What about the roller rocker setup?

Try things one step at a time. See how they do and then if they are making any noise, we'll go from there.

Thanks David, I think you're doing the Z world an invaluable service.