BloodOnTheApex

I already have most of that stuff. There's a couple NA 280zx's at my local yard. I figure I can just bore this block another 2 mm and slap in 280z internals. I would like to increase diplacement for 2 reasons: 1) To take full advantage of the amount of fuel these carbs will flow. A single carb may be used on a 2.3 litre 4 cylinder at 10 psi. 2) To avoid fabricating an intake manifold. I was hoping an adequate intercooler, timing, and perhaps meth injection would help to prevent detonating this engine to pieces. I only plan to run 10-12 psi.....Okay, maybe 15. 15 would be nice.

It seems that I have enough parts laying around, Datsun and not, to have gone ahead and started to have crazy ideas for a new project. I have an L24 bottom end, seems to be from 1971. It's been rebuilt at some point in the past, bored 1 mm over. I would like to bore and stroke it. Perhaps I would not go larger than 2.8, since I doubt I can afford a diesel crank. I'm not sure if a bore past 86 mm is safe or worth the expense of custom pistons. I would like to remain in the realm of factory parts as much as possible. I suppose that L28 NA dished pistons would be best, bringing the compression somewhere around 8.3:1. I would like to use the E31 head I have available, but with larger valves and some port work. This head would raise the compression a bit, yes? I would like to be closer to 8.5:1. I suppose I could use a P90 head and flat tops, but I would like to use what is most commonly available and what I already have. The fun part: I have a pair of Zenith Stromberg carbs that I picked up from a friend in Norway. They were factory modified by Volvo for blow through turbo use. One carburetor fed a 1.9 litre single cam 4 banger with a Garret T3 turbo. They bolt directly to the L6 SU manifold. I would like to run both carbs with a 60 Trim T3 whatever intercooler I can find to fit. I'm not sure at this point if these carbs would provide too much fuel for a 2.8, and if the needles would have to be changed. If they have to be changed, that would be a real bummer, since they're specific to these carbs and were never available in the US. Utilizing L28ET, L24, L28E parts, I believe this engine could be built almost completely with OEM parts. What to y'all think? How quickly would I explode this junk yard collage? Any thoughts or experience with methanol/water injection would be apperiated.

Thanks for the answers guys. Was searching intake specific, should have searched for more general differences. Not really chasing any power. Didn't want to create a big restriction if the NA manifold runners were much smaller than the T manifold. I knew the runners were restricting on these, but I don't think it's going to make much of a difference at 5 pounds or so. Not really building this for the power numbers, just for fun. haha.

Did a bit of searching. Out of what I saw, didn't really find anything I liked. I'm wondering if there are any differences in runner size between the L24e, L28e, and L28et intake manifolds. Does one flow better than the other? Should I get my L24e intake gasket matched or get a intake manifold from a 2.8 and do the same thing. I don't want to go aftermarket (Don't even know if there's aftermarket EFI intakes?), looking to spend the least amount of money. As usual. Application is make-shift turbo set up.