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Do the leak down test FIRST. Listen to the three different spots to detect where most of the pressure leakage is. If the leakage is most pronounced from the intake or exhaust, then yes if the reading is below 80 PSI do take the cylinder heads off and have them rebuilt. New guides, new valves where needed, new guide seals, reface the reusable valves, redo the valve seats and having all that done have both intake and exhaust valves leak tested with a vacuum tester by applying a vacuum to the exhaust or intake port and check the vacuum leak down. When this test is determined to be good, reassemble the heads to the remainder of the block and redo the cylinder leak test to recheck and determine the piston ring leakage. If still below 80/100 (80% good) then the lower end of the engine needs rebuilding also. Jump in and get your hands dirty and you will learn a lot. Get several books on rebuilding Small Block Chevrolet engines and read them. The best author is David Vizard.

Johnc: What attributes of the M3 suspension make it much better than the 240Z suspension? Please advise. Thanks.

First, remove all the spark plugs. Then obtain a leak down tool with two gauges. Perform a leak down test on each cylinder. The pressure in the leak test will likely go past the rings, intake or exhaust valve. The objective is to find out how much each cylinder at top dead center with leak down test pressure applied, hold how much pressure over the tool input pressure typically 100 PSI. 80/100 or better is somewhat good. Below that rings or valves are leaking and listen to the breather for rings, Exhaust ports for exhaust valves, and carb for intake valves. Do the test one cylinder at a time and record the values. The valve guides and seals for same can be worn allowing valve cover retained oil to leak down by the valves into the cylinders. This type of testing should give an indication of the condition of the rings and valves assuming the head gasket is intact.

Zfan1: I have nearly the same setup except a 383 cu in SBC. What transmission was installed in your car? Did you use a carb or EFI? You must be running flat top pistons with a .053 MLS gasket? With the AFR-210 heads, is there a loss of power at the lower RPMs? I have the AFR-195 heads to attain faster air flow through the intake and exhaust. Maybe I should have gone to the AFR-210. Are your AFR-210's the street or competition porting? Please advise. Thanks.

I stand corrected. Apparently from your photo of the pull type LT-1/4 clutch and bell-housing, the transmission can be removed from the bell-housing. This is good to know as I can separate the two and install the clutch and bell-housing first with the alignment tool, then insert the transmission to the bell-housing. Would like to know if anybody has used the Quicktime scatter-proof LT-1/4 bell-housing and is it dimensionally larger than the stock cast aluminum one. Look like just removing the shift level and leaving the base plate of the shifter mechanism is the way to remove the trans.

I have the same installation of a T56 transmission. Both it and the SBC V8 are installed for fitting purposes. I plan to put STUDS in the rear of the engine block for easier removal of the Transmission. The LT-1/4 cast aluminum bell-housing is bolted to the transmission from both the inside of the bell-housing and outside the bell-housing. Thus with the mounting STUDS on the rear of the engine, loosening the bolts in the engine mounts, taking out the drive-shaft, and taking the rear transmission mount down and lowering the rear of the transmission, supporting the rear of the engine, should allow access to the nuts on the STUDS at the rear of the engine. This is the way that I envision removing the transmission without removing the engine. In your case the whole engine/trans combination needs to come out for access to the trans. Then the bell-housing can be removed from the transmission.

Strongly suggest using a R-200 differential. Also use the CV half shafts and Modern Motorsports BEEFY stub axles. The Corvette rear drive looks to be complicated to install in the Datsun.

Its hard to do much better than a LT1, LT4 or '96-"99 350 Vortec Engines. They have SO MUCH potential for such a compact package. It gets very easy to get 500+ HP/TQ from one with good heads, cam and induction. That much HP/TQ in such a compact package it hard to beat. Go to the local junk yard and look for one of these three engines. Otherwise look at the Internet and read articles from Hot Rod, Popular Hotrodding etc and look for source of salvage engines. The 350 Vortec Engines have the later design Vortec Cylinder heads. AFR has VERY GOOD aluminum cylinder heads as a suggestion.

Is there something special in using the BMW M3 rack? This is a first seen for myself. Very interested. Which model Datsun is this going into? Is it a Variable Assist Rack? Please advise. Thanks.

Can understand a Key Fob to open doors and roll down windows, but once in the vehicle all other controls are well within reach without using wireless.

Congrats Keith: Really like the stance wherein the nose is slightly down. Really enjoyed the movie.

Are you speaking of the Nissan Leaf? What is the reason or purpose for wireless control of an automotive a/c system? Easiest to use a Vintage Air system where ALL the controls are electric/electronic.

Keith: Good job. Good to see another project complete or near complete. It must be VERY satisfying. Where was the shifter boot obtained? Please advise. Thanks.

Who is MGW?? Need a shifter boot for my T56 trans install.

Go with the high quality synthetic oils for the engine and synthetic trans fluid for the T56 transmission. Same for the differential.

There are typically two electrical feed paths to the fuel pump. Likely you may have one but not the other. The ECM provides for one to last for two seconds to prime the fuel rails. The other needs to be a continuous power path to the fuel pump once the engine has started.

Changing to Vortec heads will require an intake manifold made for the Vortec heads.

Cjc: Very interested. About to purchase that type of material for the interior firewall, floorboards, doors etc. Want acoustical and heat barrier. Going to put heat barrier on the front side of the firewall. May do the same for the transmission tunnel as the exhaust pipes will transition through there. Want to keep cool and quiet in Arizona summers. Please advise the name, address and telephone number to obtain your sighted material. Thanks.

Boyracer: Thanks much for the links. Questions: How was a perfectly round hole made in the top of the tank? How was the round threaded plate installed and sealed to the tank? Is the threaded plate supplied with the fuel pump a two piece item? Very interested in this approach to adding a EFI fuel pump and outlet and return fittings to the Datsun fuel tank. Please advise. Thanks.

There are aftermarket Gen I cylinder heads that outflow the LSx heads. GM LSx engines have traditionally had cathedral shaped intake ports. The latest design LSx heads have gone back to the rectangular intake port as they flow better than the cathedral port heads. They went full circle on intake port design. The LSx engine does not have that much advantage on the Gen I and II designs which was a lot more simple and easier to manufacture.

With a 327, you are going to need a REALLY GOOD power adder. It is doubtful that 11 sec 1/4 mile will be achieved. Everything will have to be right on the money. Lightweight 2618 forged pistons, lightweight con rods and crankshaft. Best cylinder heads available. The right amount of machining of the block. The block itself may be the weakest item in the bunch. The induction system will need to be top rate. Ignition and induction tuning will need to be optimum. Experienced racers would have difficulty achieving the 11 sec goal.

Postman: Tried tanks.com and got a commercial or farm tank site. Please reply with an Email for the kit that you have pictured as I am very interested in it. Thanks. Please advise.

JohnC: Does the OS Giken LSD for the R200 heat up much like the Quaife? How much % of torque is coupled to the rear wheels? Please advise. Thanks.

Price out the machine work to the heads first before its done. The valves, valve guides and seats all have to be in somewhat good shape. May be cost effective to purchase procomp 200cc intake cylinder heads from KMJ. Use flat top pistons and get the squish as good as it can be. Smooth out the Vortec head chambers before assembling the engine to reduce detonation.

Timing in General Aviation Aircraft if FIXED! This throws out any assumptions of timing changes. Leaner mixtures DO NOT burn faster. There is simply less energy submitted to the cylinders past peak EGT and thus the less heat. There is no misfiring richer than peak in General Aviation Aircraft. There is misfiring if the mixture is set too LEAN. The EGT probes are always a specific dimension from the cylinder exhaust flange. Typically the aircraft monitor only ONE cylinder exhaust. There are some aftermarket EGT systems with a cylinder select switch for each cylinder. Very familiar with Gen Av Aircraft have flown MANY and worked on MANY.