Z2000

Hey, this is a question for anyone who has had the r160 and r180 diffs apart at the same time. The axle splines seem to be the same for both of these rear ends (except sti from my understanding) but what about the lsd's? I've heard of guys swapping out different gear sets within their lsd r160's but will that same r160 lsd bolt into a r180? I know that the gears are not interchangeable but I'm not sure how the lsd mounts to the gear set... maybe the same size bolt patern? any info on this would be greatly appreciated, thanks.

No this is not Eric's racing. I haven't been on here in a while, I did my F20C swap about 2+ years ago (I think) and had some bits and pieces posted. Now I'm back! gonna get some numbers for the trim it sits in now, then I have a winter project I will be taking on that should make a sizable difference on how the Z performs and will still be completely streetable. Still F20C, still N/A!

Just a heads up for anyone who might be interested. I'm gonna try to work out a few little bugs on the Z the next couple nights. If all goes well I'll be at Infineon Raceway this wed night to see what she can do. Hope to see some of you out there!

Sorry for being away for so long.. This is a short clip of my dyno tune session just after the engine was back together and running. The car accelerates MUCH harder then the stock engine was doing. Currently I'm still fighting a cv axle problem (think I have it figured out now) which has kept the car off the road for a while, plus I've had very minimal time to keep forward progress. Enjoy!!

I would like to make it on June 6 but I'm still not sure yet. I will for sure be letting you guys know when I get out to the track and hopefully I wont be having anymore drive terrain issues.

215 rwhp @ 9300 on a Mustang Dyno which ususaly translates to about 240 on a Dyno Jet and near 300 @ the crank! It scoots! Those of you who are familiar with mustang dyno know exactly what I'm talking about.

NA all the way! for now at least... Proper runners with good plenums make more power then ITB's in high rpm application due to dynamic events that are happening. ITB's have much better throttle response though. My manifold is sleeping since I'm still running the stock cams. Need some agressive ramps to wake it up and make some real power. I bet you can guess whats next on my to do list.

Got dyno results today. Gained 15 hp over the entire curve and 30 at 9,500 rpms, compared to my previous intake and exhaust tune. I was expecting more but i cant complain when Im running stock cams and bottom end.

google it and im sure you'll find something

Yes

It's alive! Just got it running tonight! I'm scheduled for a wednesday tune on the dyno. More updates coming soon.

Haha, You don't. You would have to bring the car to my shop and some money! Most of the custom work I do for others is porting cylinder heads because I'm an expert at it and the bang for buck is amazing! I usually don't do custom fab for others because it's sooo labor intensive and everyone is looking to get a smashing deal. What's your project anyway? rotary...

Thanks! My calculations tell me the power should hold strong to about 10,000 rpms:flamedevi We'll see what the dyno and track says.

Here is the progress to date on my Z. Dyno tuning will come soon. Almost back on the road.

I've been away from the forum for a while now. Here's the latest and greatest. Recently pulled the head of the engine and its undergoing port work, building a race header, and building a new intake manifold. I will post up dyno numbers, time slips, and pics as they come. Just seeing what I can pull out of this engine on stock cams and bottom end.

I would recommend the swap to anyone with lots of time and fab skills. Im not gonna lie, it was a pain in the ass to do all the necessary work. But.. The payoff is great! the car is fast, handles great, and gets great gas mileage too.

Never gasket match! Port match and there is a time and place for mismatched ports too. the head is probably toast. will cost more to fix the holes then it would to get a new head and start over. Yes, the shortside is a very touchy subject when it comes to the flowbench #'s and for most 2 valve engiens you dont want to take much material out of this area. If you are hitting water like that there is a great chance you are removing way to much material to begin with. I would focus more on shape or even send the next head to a professional and maybe study what he did before grinding your next one. Sometimes when I have customers that want to get their own hands into the ports I just have them pay me to complete one cylinder and let them copy it to the rest of the head if they dare. Its not what I recomend but there are many that think its a great way to learn.

here are a few more recent pics

yes exhaust is far less dense. dont forget that when the exhaust valve opens there is 80-100psi exiting the cylinder. so 150 cmf on a flowbench measured at 1 psi means nothing to the real world pressures the exhaust system really sees.

There is no average shaft speed for 7-8psi. The shaft speed has everything to do with the turbo size and how much the engine takes on its own before you can even make posative pressure. The bigger the engine that needs to be fed = more shaft rpm's needed to make boost. To make a long story short, the engine eat lots of the turbos work before it can even produce + pressure. Hope this made sense... I just woke up... Its all just a ratio relative to engine size/rpm vs turbo size and disired boost.

Now you have spent ten times more time on this thread trying to guess what to do then it would have taken to run the head by a machine shop and have the head properly measured and checked. They usualy dont charge to check...

Much more cfm out. If it werent anymore out then we could just use air and no fuel to run an engine. the combustion process multiplys the exit cfm by about 5x. The exhaust charge is much less dense then the air you breathe. Exhaust velocity varies like crazy from exhaust valve seat (where it sees the highest velocities) to the tail pipe (slowest section) exit. Average is probably 280 fps but totaly depending on application. Good luck with your project!