Phantom

Went to the kids and got shown how to reduce my 1600x1200 pixel pictures down to 800x600 yesterday. Loaded four of them up in my personal album here on the site. If interested go take a look.

The real purpose for reprogramming, besides eliminating all the no longer there sensosrs and the skip-shift function, is to "tweak" for more HP. That also is being done. Since the stock LS1 should put over 300 HP to the rear wheels, editing the ECM, could conceivably add as much as 45 HP. 345 Hp at the rear wheels equates to about 405 at the flywheel. At this point it's all armchair calculations. In another couple months I'll have a chance to dyno the set-up for real and know the actual numbers.

Headed home last night going south on SH 360 and ended up behind a red Firebird with a vanity tag that read: 1 HOT TA. He had rear tires about 14" wide and a very strong rumble in his exhaust so I followed him. A few seconds later he got a straight shot at an opening at the sweeper exit to IH 20 headed west and literally disappeared. He pulled away from me so fast it was like I had stood on my brakes. Still trying to get my jaw closed. then I had a thought - yeah - when I get my 280Z on the road in about 6 weeks I'm going to be able to hang in there with him. Actually kind of a scary thought now that I have seen just how fast the car is probably going to be.

My ECM is supposed to be back from the "editor" next week. Lots of stuff disabled. That will be last item not here that will be needed to make it run. It's now just down to plumbing and wiring.

Jeremy - Good point about the dipstick access. I hadn't even thought of that I was so focused on the head/ntake manifold heights. I'll use a straight edge and a ruler to check it out next week. I may even take a photo with a ruler in it and send it off to Top End Performance and get their feedback. Again - thanks to all for the input.

Thanks guys! I'll check them out.

I'm to the point where I need to be getting one of these. Normally I'd just go to MSA as I think their brace will go with the LS1 OK. I would rather have a brace that also comes back and attaches to the firewall for extra rigidity, however. Anyone know a source that that style?

Michael, Sent you a couple photos - one of each header - earlier today. I'll get off another of the overall engine bay showing the firewall clearance.

Zack now has headers and a drive shaft. Drivetrain is now mechanically complete. Everything is an unbelievably tight fit but it all fits. The headers just clear the steering gear arm on the drivers side and the frame rail on the pasenger side - fuel lines will have to be rerouted. Everything clears by about 1/4". The rear transmission mount is a modified torque tube design that ties the transmissioon to the differential. Have photos of the headers but not of the tranny mount yet but - - - they are over 400k in size each so I can't post. Aslo don't have web site up yet. If anyone is really interested let me know and I'll see if I can send a few.

Jeromio, You have mail. Sent you five photos today. All are 400-500k in size so was unable to post here. If anyone can tell me how to reduce the file size (1200x1600 resolution) I'm all ears - er - eyes. Phantom

Pete, No idea as to cost yet. I had a preliminary discussion with John a few months ago and his goal is to not develop a comprehensive installation guide and all the parts. He sort of indicated that he's willing to let JTR be the guide for sbc swaps but he will provide the basic components for the LS1 swap that are not available over the counter and a bill of materials of the others he used to make this swap work. It would be aimed at folks who already have a fair degree of mechanical/electrical ability and can figure most things out for themselves. At this point the only really custom items are the motor, transmission, and AC compressor mounts. Obviously the driveshaft may be included and possibly the headers, although the headers for my car are a special version from a well-known header mfg. He may find that he has to put a final tweak on them to fit exactly right and then they would also be included as an offering. All the parts he is developing are well thought through and stout. I'm getting unbelievably antsy as the car is starting to come together. Jeromio, I assume that you are referring to a scarab position for an sbc / 240Z only working with an automatic. My LS1 / T56 installation has the heads sitting close to where I hear everyone say a scarab mount head would sit but the T56 shifter is located beautifully in my 280Z. This is going to be a killer install when it is finally done.

The T-56 location in my John's Cars installation has the shifter coming up through the shifter hole within 1/4" of the original 5-spd in my 280Z. 240Z's would be different. The LS1 /T56 is obviously pretty light as the nose of my car is sitting high with the engine and transmission in. Even when I leaned my 235 lbs on the radiator housing it still seemed a bit higher than it was with the L28. I had a discussion with Bobby Archer, Bobby Archer Motorsports, last week about the possibility of retuning my suspension and actually having to go to lower spring rates in the front.

So - using the same set-up as the Audi Quattro - I should be able to dial my 5.7L 280Z into about 1,150 HP? Is it just me or does over 200 HP/liter sound just a bit extreme and maybe not real streetable?

That would be me. Car is still in John's shop but has engine & tranny in. It is looking like it may actually be driveable in late April or early May. The layout does put the LS1 3.5-4" in front of the firewall but it makes the AC & heater connections accessable while setting the engine where only the accessories actually sit in front of the front axle. I actually have a few digital photos in case someone is interested. It is within about 2" of qualifying as a mid-engine car. He also has a set of headers that work and an AC compressor that fits high on the driver's side in a conventional layout.

OK - I installed the European spec springs from MSA along with the KYB struts too. I put them on a 77 280Z that had 160,000 miles on it. The Euro springs, according to MSA, are 15-17% stiffer than the US spec and are 1/4" shorter. When I installed them they RAISED my car a full inch. The ride has been excellent, however, and the height has been perfect for a daily driver as I clear speed bumps, railroad tracks, steep driveways, etc., without tearing the car up. I am leaving the same springs & struts in for my V-8 conversions - especially since it's an LS1 that won't add any front end weight. The car doesn't have the radiator or accessories in it yet and the nose is sitting 1 to 1 1/2" high at this point. Once it's done and I've driven it a bit I'll see if I need to adjust from there.

Bottom line -Datsun Z cars were rated at "gross" HP until the Zx model in 1979 when they went to "net". For what it's worth, the 1977Z was rated at 170 HP gross but was actually 149 net. Of particular interest was the HP & torque comparisons between it and the 83ZX The 77 was 149 HP at 5,400 & 163 lb-ft at 4,400 while, the 83 was 145 HP at 5,500 & 166 lb-ft at 3,000. Want to take bets on which one has the best quater mile times with all else even?

Looks like you'll be there first. Still too much left on mine. Cooling system, AC system, engine wiring harness, datsun electrical system restore, fuel system, and exhaust. It's all pretty much sorted out but still a lot to do.

Engine & tranny just went into mine. If you are wanting a good engine placement that facilitates keeping your AC, Heater, etc. and don't want to mess with your steering arm talk to John at John's Cars in Dallas. He has motor & transmission mounts in design that work great with the 280Z for an LS1/T56 conversion. Parts are very professionally deigned and manufactured.

Went to visit Zack last night. I now have photographic evidence that he not only exists but that there is an LS1/T56 sitting in the engine bay. Shifter from the T56 comes up right where the old Datsun.5-spd did. LS1 sits about 4" in front of the firewall - just far enough to access the heater & AC connections behind each head. Steering arm runs neatly through the front plate of the driver's side motor mount in a manner that there is no inteference and it is easily removable, if need be. The only thing forward of the steering gear is the accessory drive on the engine. Another 1.5" farther aft and this car would qualify as a mid-engine. Still tons left to do but the good news is that the real McCoy is in the engine bay and things are going together rather than being removed or test fitted.

Gary, Did you ever touch base with John about the headers? I just got an email from him and he's dropping engine, etc. into mine right now. I'm going to check with him tomorrow AM to see if progress warrants a trip out on my part Tuesday evening. If so, good chance that engine will be in and headers in place. I'm starting to get excited again as things are atually starting to go together. May actually make it in time for the May 10 event out at TMS. I really miss Zack. He is so much more fun than the 83ZX. Wow - just noticed I've finally posted enough to listed as a senior member. Working on Guru status now! Bill

Look in the announcement secton. I've got a posting under DFW area Hybridz Meet. Trying to put together one for this are - but anyone else is absolutely welcome - for May 10th. There is a car show that date out at Texas Motor Speedway (TMS) and they are also running charity laps on TMS where you can get on the track in your own car behind a pacecar. I'm planning for my LS1 conversin to be running by that date.

Actually - a 280Z driver could use the JTR manual along with the headers, motor & transmission mounts, nad a few other parts from John's Cars and be on their way now. The whole key to a relatively straight forward LS1/T56 install into the 280Z is the mounts and headers.

But John - think of all the good stories you'll have out of this experience! You'll be able to entertain the neophytes for hours!

It just goes to show how much of it is the driver.

It's been 4 months since my last update. I think I vaguely remember saying something about this project taking 8-12 weeks. I'm now at 7 months but at least nothing is being taken apart any more. Remember - this conversion is being done on a '77 280Z. STATUS: The LS1 is sitting on the ground next to the Z. The transmission is ready to go. The motor mounts have been designed but delivery has been delayed for weeks because the fabrication shop has a "hot defense project". Gee - I wonder what could possibly be hot for the defense department. See - I told you - all that crap in the middle east can directly affect us! The headers have arrived and will work without body or steering modifications. Contact John@JohnsCars.com in Dallas if you're interested. You'll probably also need to use his motor mounts too as they kind of work together to keep from having to modify the Z. Anyway - motor mounts are now due this week and I've been promised actual assembly will commence this coming Sunday, 2/16/03. I will be taking a first-hand look at the car next Tuesday. Goal now is to have all the pieces-parts into the car and it running late next month or at least by mid-April which means my numbers were right on the project length, my units should just have been months instead of weeks.