Lockjaw

Z speed, if I follow your logic then I need to get rid of my cast iron block, since it is going to crack too. Raising the psi of H2O doesn't have anything to do with wether this oil pump is good to use or not. Aluminum makes a good radiator since it is fairly strong, and you can work with thinner thicknesses than you could with a copper/brass core. Copper is actually a better conductor of heat though. But this doesn't have anything to do with the oil pump either. Most of the oil pumps on domestic V-8's that I have seen have been cast iron, and they are not necesarily immersed in oil either, after all why would they need a pick-up if they were? Personally I don't see the point in debating on it. Its an oil pump, just use it. If you are uncomfortable with it, change it. I would use it without worry. But that is just my opinion.

Who is Lockhead? Heck I think for 900 bucks I can get one made locally. And you guys thought I was nuts for wanting to pay 600 bucks for a JWT cam???????? Gimme a break.

NO electric fan, using a voltage regulator, as far as I know, the alternator is the right one. When I bought the car, the morons who worked on it had wired up a switch and hot wired it essentially, so I am trying to fix that, which is the main reason for the harness swap. When I pull the field deal out of the back of the alternator, the car does shut off. I am getting a replacement switch, and it should be here in the morning. the continuity was not working when the switch was in the start position, but it checked out fine in every other. I hate electrical work. Now if I can get the brake lights working, and the turn signals, I will be in shape. Got hazzards on passenger side only.

Well I am going to weigh in on this one. First of all, I want Z speed to tell me how and oil pump, regardless of material, is ever going to reach a temp high enough for oil to coke, which is really all anyone would need to be concerned with. I just don't see material being an issue with an oil pump, and I would not be scared to run a cast iron one at all. Probably last longer to boot. Cody, you can also shim the pump spring to increase pressure, but you will need to do something to restrict the flow to the turbo, to much pressure can push oil past the seals in your turbo, which makes a pretty mess. The turbo auto pump is the way to go, and I would not worry about the springs or extra pressure unless yours is low. I am running a standard spring in mine, and I did not cut anything in the machining process when I built my engine, so all my stuff is standard, and I have no problems with pressure.

Hey guys. My 260Z will start just fine, but it won't turn off with the key. It wouldn't before I replaced the engine compartment harness, and it won't after either, except I fixed the not starting problem. Any idea's? Ignition switch perhaps? I have everything hooked up correctly as best I can tell. Electrical is just not my thing. Thanks

Oh I get it now.

If you had a clog and it backed up to the injectors, there are screens in the hose to them that could have accumulated some trash too. Also the fuel pump has a filter in the inlet that could be clogged up as well. I have never heard of or seen anything related to a temp sensor cause some of the injectors not to fire. You could have a head temp sensor problem make the car run to rich, but it would affect all injectors, not some. I would take the injectors off the fuel rail and make sure they are clean, but I would check the filter in the inlet of the fuel pump first, its easier.I would also run a can of fuel injector cleaner or two thru the engine and see if that helps.

Norm

No doubt, mine were 518 with pins plus shipping and rings from Ross. I hope the old saying about getting what you paid for hold true for you.

Dan the main reason I am not so hung up on the valve size was because of the guys 240 which ran an 8.42 . He started off with his good E88, and his car was strong with that. In fact he blew the head gasket racing against a P79 equipped one. I was in that car. HE swapped the E88 for a P79, and yes it improved, but he also stuck this nice big crower cam, althoug the size difference could not be as great as we initially thought. Anyway, his E88 was not to far off the other guys P79, but the P79 on that guys car was only cut 45 thous. Tom had his cut 110 thous. We kind of felt the compression bump helped more than the larger valves in our twisted little minds. You have to put alot of what I am saying into perspective too. This happened about 10 years ago, and we got hot and heavy into putting the stock turbo engines over in our cars, and everyone of us has moved on from there. Alot of what I would consider now would not have crossed my mind back then. In fact it has been so long it frustrates me to fire up my car with SU's and have to blip the throttle a little, or always have to choke it. Know what I mean? Besides I was only about 22-24 during this time period, and I am 35 now, so I think that helps for me, I have gained another 10 plus years of experience. Alot of what I have learned about this sort of thing has been thru working with JWT on getting the ECU dialed in on my turbo car. Clark is a patient guy, and he explained alot of things to me that I would not have understood otherwise. PLus my co-conspirator in all this is a mechanic by trade, so he helped to. We did insane stuff back then to. It was nothing for me to go swap a head, a diff, a trans. Now it is an act of congress. We could swap engines in less than a day. Now it takes me a good day just to get the freakin' turbo off my ZX. We actually were going to run an N42 back then because it had the big valves and the square exhaust ports, which was what all the nissan hotrodding literature said was the ticket. Then that guy comes in with the P79, and I am totally serious when say this, one ride was all it took to send the rest of us out on a shopping spree for a flat top 280 engine and a P79. We were in constant one-up-manship during that time, and were always buying some part and sneakily putting it to use. I had lots of fun with that car too. I had a kid with a turbo probe that could beat me with the 2.4, and he could run me down with a 2.6, but I could kill him off the line. With the 2.8 and a P79, I jumped that sucker from a dead stop and never looked back. He could not believe it. I probably drove that car in a manner which would make Norm proud. It had a light HKS flywheel, and I would sit beside someone holding the rpm's at 5k, and when the starter dropped his hands, man it was full throttle and dropping the clutch. I found out early on that the secret to making these NA 240Z's spank on someone was to rev them way up and dump the clutch and hang on. Yeah they spun, but they motivated while doing it. I beat more people out of the hole then. Sorry to digress. Anyway, we were going to try one, just never did. The P79 dude came to town and ruined us. Oh and it looks like I had one of the sucky E88's too.

If you want to try my crower, all you gotta do is ask. I have another cam I can try.

I might have to outbid you on that one. Hey, how do you know it is an L9 anyway? Is there some sort of distinguishing marks on it?

Please post an update on what you find out. It looks good, and as long as it doesn't crack under pressure, it could have some potential.

Maximum Boost is kind of boring. A good reference guide, but boring.

He was the man back in the day, and knew how to thoroughly massage a head. If he taught his son half of what he knew, then he should do a good job, as long as he has a flow bench. No flowbench, no business from me.

L9 out of the NISMO catalog, or a nice big crower like Ira has.

Well 2 of the E88's I tried were the E31 style, and they rocked. One was a MSA head, and of course I imagine it was milled, and the valves were unshrouded. Not sure about the valve sizes. The other E31 style was the one that came off my buddies car that ran the 8.42. It came on the 2.4 his car came with, and it was also milled and unshrouded. The one we ran that sucked was one I got off a 260 I bought ( or it oculd have come off my original 2.4, not sure ), and if I remember correctly, it had the bigger exhaust valves, not sure about the intakes. I took it down and had a nice 3 angle put on it, and had it milled 30 thous, and it never ran good. Let me qualify that. It ran good, just not as good as the milled P79's. It was the open chamber design, unlike the E31, and I talked with some guy out at Nissan Motorsports about milling it, and he told me not to, so I was very conservative and should have milled it more. Of course I get into conversations alot with people who "know" Z's, and when I say something about an E88 head with E31 style chambers, they freak and call me a liar and such, and if I recall, the guy out at NISMO did not know what I was talking about either. I kept telling him, no this thing has a big combustion chamber. Anyway, the machinist said this head had the hardest seats he had ever encountered. Whatever that means. They were not steel I know that much. As far as an N42, I would try one if I got into one cheap, and if I go the maxima head route, I will have to come up with one to get the valves out of it anyway. That said though, I just don't have faith in the fact that the open combustion chamber is going to do what the closed one will. Plus we are also adding some expense to the mix because I am going to have to buy two heads, and swap all this crap out, add valve stem seals, and then of course buy gaskets and perhaps have valve jobs done. I am working on my buddy right now to put his engine together which will be a 40 over flat top engine with a P90 and the same crower cam that my buddy ran along with the same webbers, so that could have some potential as well. Of course the webbers need a rebuild by now I am sure, and they are still on that sucky Cannon intake (according to Top End). But no I would not be unwilling to try one, but the Maxima head now has me intrigued. I have an email into a friend to see if he has one laying around, if not, I guess I will mill another P79 because I am just not happy with the one that is on my car and it does not look like it has been milled, yet is mic's out as having material removed. I guess it could have come off the top of the head. I am just not sure what the heck the machine shop did with it, and I don't think I am getting the cranking compression I should be getting either. Let me see what I come up with.

Hey Yo, like his sig says, you gotta drive it like you stole it. I do that in the ZX, but I am scared to in the 260 still. Maybe next time.

He was running webers (they used to be mine, so I set them up jetting wise) with 33 mm chokes, a MSA 6 into 1 header, flat top 2.8 bottom end with a heavily milled P79, a .490 lift 290 advertised duration crower cam, HKS flywheel, 4.08 gears, Standard ZX trans, and some of those Mikey Thompson treaded tires that get sticky if you heat them up. He also had a 3 inch exhaust with a Blomaster muffler. He had a 240 and it was just a regular car, no lightening or anything like that. It was brutally stout above 3500 rpms too. He could turn it to 8k and it did not sound like it was even wound out that tight. Then he took the 3 two's off so he could get a guy to put a fogger nozzle in each intake runner, and it was a short lived engine after that.

Hey what do I know anyway? I am just a shade tree saturday afternoon tinker with it kind of mechanic. I can't explain the how come's and why's, I just know what has worked for me and my friends. Over the years we have found that we have had way more success making an inline 6 datsun engine go fast with the P79 or P90. Every engine we have ever put an N42 style combustion chamber head (E88) on a car has run awful in comparison to the P79. The E31 style E88's typically ran much better for us, but not as good as the P79. Now I am going to have to look into this maxima head thing, but dadgumit, if I go that route, I am going to have to get my exhaust redone, since my current header is a round port one, but I have a square port one. Maybe I will mill the Maxima head some and see what happens.

Anyone talked to these people? Tried the header? http://zdatsun.com/turbo_header.html

Does it idle good or bad. What happens when you give it gas? Is there black smoke coming out of the tail pipe. I suspect either you have a bad fuel pressure regulator, or the connection between the Ecu and the harness needs to be cleaned. Brake fluid works wonders there. Also hit the connection between the harness and AFM.

I got clarification from my pal, my buddies 240 with a 2.8 and milled P79 ran an 8.42 in the 1/8th. That is within 1 tenth of a second of what Norm just posted he ran at the strip last night, so I would say his car was fairly stout. Of course that was about 10 years ago.

Norm that is strong man. I don't get those times out of my ZX with drag TA's. I run 1.89's. My pal ran an 8.42 with his 240, but he had side drafts. I bet some people were kind of freaking out when you first got up there and ran weren't they. Haha, I like it when that happens.

Tim the detonation resistance comes from the design of the combustion chamber, and since I am not an engineer, I cannot elaborate much beyond that. The Z doc boys gave us the run down on that years ago. I think the closed combustion chamber with a high swirl design is better than the open design of the N42. One of the things we noticed when we were some head swapping fools a long time ago was that heads like the E88, particularily when used on my pals 3 liter with rolled dome venolia's was that there were places on the top of the piston that were silver, as though there was no burn over there. However when swapped to the P79, the tops of the pistons were much more evenly covered. What we ASSUMED (yeah I know) was that the P79 for some reason offered a more complete burn, and hence that is where the power increase cam from. Now I am not an engineer, so I can't get into all the theory and stuff. I can understand it if someone else does though. Anyway, we also surmised that since the combustion chamber was designed to swirl the incoming mixture that the P series allowed a more even and complete burn. That also contributed to the detonation resistence. Bob did touch on the detonation resistence issue, although I don't recall if he stated why.