rsicard

Look at classiczcars.com forum as there is a post there concerning repair of dashes with materials obtained from normal sources. The results look very good. I contacted dashesonly? in California and was quoted $1200.00 to do my 240Z dash. That convinced me to do it myself.

Jeff: Thanks for the post. Strongly considering using Westach Gauges to replace the dual gauges in my 240Z. Went to Westach Gauge site and surprisingly found out that custom dual gauges can be ordered. The only questions concerning them are the sensors and the night lighting quality. Other than that, I think they should be fine.

John: Having been in the Design and Certification portion Aviation Electronic Industry for 38+ years I have been down the SAE road before. The statement "And we'll be seeing combustion chamber designs very different then what we're used to looking at now" is a WAITand SEE statement. GM and Dart have been doing much work on PRODUCTION cylinder heads and have been getting proficient at it. GM also has been experimenting FVVT valve trains. It is conceivable to imagine present combustion chamber designs advanced further through Dart Cylinder Heads flow bench with a WINDOW on Flow Characteristics. Just happens that Dart is in Troy Michigan within the greater Detriot area. Therefore, information and data may be shared between GM and Dart. It also somewhat easy to see that valve timing will be controlled electronically in the future. Microprocessors are getting faster all the time. I would guess that Fully Variable (Electronically controlled) Valve Trains are already being tried at GM. To inject EGR as varying rates will be easy with Electronics Controls. Just need some very experienced embedded apps Engineers/Designers.

John: Where can I research via the internet on CAI and HCCI? Please advise. Thanks.

With ALL due respect to John C and yourself, I did not expect such rash answers. John C is one of the best fabricators and one great asset to Hybridz. You are also an asset to Hybrid Z. I forgot that the L6 is an overhead cam ICE. Yet it is a dated design. I tend to follow David Vizard and the newest GM Corvette/Camaro and Dart designed cylinder heads. GM uses Computation Fluid Dynamics (CFD) and perhaps flow bench simulations to validate CFD designs. I would expect Formula 1 engine designers to use CFD also but those are 4 valve per cylinder dual overhead cams with pneumatically actuated valves. Therefore the comment concerning comparing apples to oranges. Dart has designed cylinder ports and chambers based on extensive flow bench and windows on the flowing ports. I don't think that anybody, other than the designer, that grooves in the quench/squish portion of the cylinder head toward the spark plug has been closely investigated by way of Flow Bench simulation SIMILAR to what Dart Cylinders heads is doing. They actually use a fluid similar in viscosity to gasoline that illuminates under black lamp through a window in a test port. There is only one firm that I know, based in Texas, that can data record the combustion pressure pulse in a firing cylinder head compared to the angle of the crankshaft and camshaft. The actual mapping of mixture swirl, quench/squish, tumble and their effects to my mind may be still in its infancy. But Dart, AFR and F1 engine designers have the most amount of experience in designing cylinder heads.

Did not expect John C to chime in. I should have specified the type of ICE that I am talking about. That is NORMALLY aspirated, PUSHROD activated, two valve WEDGE head production engines. The kind that NASCAR uses NOT formula 1 NOR Supercharged/Turbocharged engines. Can't compare apples to oranges.

Jon: Quench/Squish is ALL IMPORTANT. The small the chamber in the head the better. But to go along with this, the chamber and piston should have a FLAT area between the two and an unobstructed path for FAST flame travel. I don't know Sunbelt, am somewhat familiar with Rebello, but that does not mean that either of these has adopted MODERN combustion methods. David Vizard is using CUTTING EDGE proven combustion methods. Strongly suggest researching David Vizard's methods first and giving them adequate thought.

Well, if they are running as much as 40 degrees lead timing, they DEFINITELY NOT have fast burn in the cylinder chambers. Suggest reading David Vizard's books and articles as I have been following these CLOSELY. Mr. Vizard does A LOT of testing to prove theories concerning Internal Combustion Engines. He has several books out regarding building HIGH PERFORMANCE engines on a BUDGET. He works together with T & L engines in North Carolina and they build some of the most powerful Small Block Chevrolet V8's. One would think that Robello would select cylinder heads with the best quench/squish and then order from JE pistons a custom piston to enable best quench/squish. If not, they are BEHIND the times as this is exactly what GM has done on their latest Corvette/Camaro engines in addtion to enhancing intake mixture flow.

There are two reasons for detonation. Quench or squish surpresses detonation by way of mixture turbulence the more squish the more turbulence and the faster and more completely the mixture in the cylinder will be burned. The faster the mixture burns, the less BTDC timing lead is needed to achieve the power pressure peak at approximately 12-15 ATDC. Timing lead BTDC and progressive burn from spark ignition is a time of NEGATIVE WORK. The less timing lead needed for the same power pressure peak in the cylinder. Therefore LESS NEGATIVE WORK (more power?).

Good quench yields better turbulence. Adding a groove towards the spark plug may add even more turbulence. That would promote even better burning of the mixture. Comments please.

Your doing a damn fine job. Keep up the good work. Photos and description are Excellent and inspiring for me as I will be doing something similar to my 1971 240Z. Awaiting my aluminum cylinder heads, stroker crank, pistons and rods are ready to go. Now the oil pan, pump, front balancer etc., mount the heads and accessories and will be ready to run.

The more turbulence generated within the cylinder/head the faster the flame front travels, the faster and more complete the burn thereby getting more energy released (more efficient) from the incoming air/fuel mixture

First check the tires on the vehicle for runout. Out of round tires will yield what you are encountering. Then follow the advise on Road Force and Dynamic Balancing and do it in the order spelled out here. Zero toe-in should make no difference unless there are really loose steering components.

ragefear: I am going to use the newer Edelbrock Pro Flo Ram Intake and also purchase Pico Injectors and fuel rail from Edelbrock. It's that or the GM Ram Intake.

dsommer: Looks GREAT. I have questions. When using Bad Dog subframe rails, are the old ones removed and then Bad Dog rails installed? Please describe. Where are the BD subframe connectors available and where are they installed? At the front of the Bad Dog rails? I want to do the same to my 1971 240Z but the passenger floor and subframe below are bent upward. Will have to remove spot welds and subframe, then hammer the floor back down and install new subframe. Looking forward to your comments. Thanks.

Thanks to all of you guys here as I will be faced with the same situation. I have a 1971 Datsun and am going to put a Generation I SBC yet it will have Gen III harness and PCM. The PCM is a 411 and will get Craig Moates conversion to be able to tune on the fly with EFI Live hardware and software. Will also have Ign Coil per plug just like the Gen III LSx by using the stuff EFIconnection is able to supply. Bought the harness and accessories off Ebay and got more than I expected. MAF, Drive by Wire Throttle Body, electronic box for same, all the Ign coils, throttle pedal etc. etc.

Wondersparrow: I have standard Datsun 240Z 4 x 114.3 on 4.5" spacing and DID NOT have to do any machining. If this is your situation also, I think you will like them.

Try Baer Brakes in Phoenix Arizona. Got spacers from them.

Go to Bear Brakes Websight first. Then contact them in Phoenix Arizona.

Also replace the 260Z Stub Axles with either 280Z Stub Axles or Modern Motorsports Stub Axles + inner adapters for 87-89 300ZX Turbo Half Shafts. Modern Motorsports has the REAL BEEFY Stub Axles and lesser Beefy Stub Axles. Just depends upon how much horsepower and Torque are transmitted through the stub axles. Also there is a forward or nose mount for the differential on this forum to SOLIDLY mount the nose against torque wrapup. Finally, you may need a 280Z Mustache Bar. I have the REAL BEEFY Modern Motorsports Stub Axles, the 87-89 Turbo 300ZX Half Shafts, front nose mount and 280Z Mustache Bar. While modifying, use Poly Bushings. Search through the forums on this subject.

RIPSNZ: That is one BEAUTIFUL Z. I have a silver 71 240Z, but the paint you have on yours is what I want on mine. What is the paint code and who is the manfacturer of the paint such that I can replicate same? Please advise. Thanks.

Scott: 1 fast Z is absolutely correct concerning lightweight pistons. Suggest that you talk to 1 fast Z more regarding his pistons. Consider sending back your cast pistons for credit and perhaps getting some from 1 fast Z. Otherwise, use a milling machine to take material from the skirts similar to the pictures posted by 1 fast Z. Lastly, SERIOUSLY consider ceramic coating the crowns and moly coating the skirts with CBC2 ceramic coating from Speedway Motors and moly coating from Techline Coatings.

jwheless: If you really want to be in the 300-350 Hp bracket and want to do it the least expensive way possible, suggest getting a 350 or 383 Gen 1 chevrolet V8 short block from Scoggins Dickie, equipping it with MODERN aluminum heads, performance camshaft and 4L60E overdrive transmission. EFI or Carb is your choice. By the time you have located and rebuilt a L28 for the performance level you want, you would be better of going with the 350 or 383 engine and automatic transmission. Then you will get great performance WITHOUT resorting to Turbocharging/Supercharging to get 300-350 Hp.

rytherwr: I see you are using the Edelbrock Tunnel Ram intake manifold with their throttle body. I would like to use the same intake manifold and am contemplating using a late GM four bolt throttle body from a Hummer with LS3 engine. Do you know if this GM throttle body will fit the Edelbrock Tunnel Ram that you have used? Please advise. Thanks.

Wayne: I am very interested in your comments concerning the Edelbrock Pro XT Tunnel Ram Manifold. I am strongly considering one of these for my 383 SBC Stroker. Which make and size Throttle body are you ending up using for this manifold? As for the porting of this manifold, was it just matching up the ports or did it go further than that? Please advise. Thanks.