Leon

Thanks guys! Video is up.

The time has come, I finally made it to the dyno today! Tuning was done on the Dynapack at the shop I used to work at, Works Motorsports at Sonoma Raceway. Swami joined for the day, driving in on my old 260Z which he's done a great job cleaning up! We did some carb-sync work on it while he was there and I took a test drive for old time's sake. That Z is so dialed! I played with various combos of jetting along with the crappy F11 e-tubes and ended up at 135/F11/110 (main/tube/air). This was the best combo I found from my Weber stash but far from perfect, as there is a big rich spot that's causing the torque dip in the midrange that I minimized but could not get rid of. The F11 tube is to blame, I'm planning to alleviate that... Once jetting was done, I played with timing. First using the ZX distributor and then the 123ignition tune-able unit. I optimized timing with the E12-80 before swapping to the 123. Interestingly enough, I didn't get any appreciable peak gains from the 123. I have a feeling that if I clean up the midrange fueling, the 123 may make more of a difference. All said and done, peak timing was 34 degrees. Needless to say, I was very happy with the results and surprised that I could run at 11:1 compression with 34 degrees of advance on 91 octane! Guess I have the P90 to thank for that. When I originally build this motor, I was hoping for 200hp at the crank and I almost hit it at the wheels! The yellow line is with the mesh filters and the red line is without. Looks like those filters are worth about 6hp. I'd like to do another dyno visit in a few months to address the mixture issue and play with cam timing, either with the stock sprocket or an adjustable one (which I'd have to source). Very happy with this! Videos to come as Swami was the videographer for the day.

VTEC yo!

Now's the time to buy with the low GBP...

These are awesome! I love my Webers but I'll have to keep these in mind. Would go nicely with the 123ignition distributor...

You may need the matching driveshaft and diff pinion flange. Madkaw did this swap I believe.

Nice, thanks Joe.

Fiddled around a bit today, finally fixing my linkage so it can go 100% WOT. I realized I have zero videos of this thing actually running so I thought I'd take a video clip to prove that it has at least run at some point. https://youtu.be/4zBHPFeDFno

Great stuff guys. I'm curious, when you swapped to 45s did you also swap intake manifolds? Where the intakes match-ported to the head, carbs, or both? Very interesting to see the huge difference going to 45s makes (keeping venturi size constant). Really nice data here!

Assuming you're talking about the fuel pump cover plate, you can get one from Nissan for $20: https://nissanparts.cc/parts/index.cfm?make=Nissan&year=&searchText=16420-E3020&action=oePartSearch&siteid=218242 Ref: http://www.carpartsmanual.com/datsun/Z-1969-1978/engine-280z/cylinder-head

Great stuff! Nearly 300bhp is no joke. Looking forward to the writeup.

Glorious! Great job Mark, it's been a long road.

Looking and sounding good! A bit rich at idle for my taste but she runs smooth. Nice job Steve.

Can't hear it either...

Thank you!

Worked on the car after work during this past week, culminating in a final push on Saturday night to have it ready for Blackhawk Cars & Coffee (why does it always happen this way... ). Finally fired her up at 12:30am, fixed some minor issues, and synced the carbs! Got in a few hours of sleep and made the hour-long drive up to Blackhawk early this morning and just got back a few hours ago with no issues. I need a weekend of fine-tuning and then I should be ready for some dyno work. I didn't take any photos at C&C but snapped one at a buddy's house just after a light sprinkling of rain.

But in all seriousness, this is not a trivial task. The question to ask is, is it worth it? Engineering R&D is not cheap. If you're up for it, please do it! I'd love to see the execution and results.

Thanks Brady! The head is back on the block as of last night, I did end up using a gasket for the intake/exhaust (had already bought a Nissan gasket) and trimming it around the locating pins. I even installed an L28 head gasket this time! I'll be doing my best to work on it in the evenings this week. There shouldn't be much left to make it run, just need to reassemble the carbs, put a few odds and ends together, fill with fluids, prime, and do my third break-in in about 1500 miles. There are some other things I'd like to do but that can wait until it's back on the road.

Hi Steve. If you're familiar with Keith's work you're already ahead of 99% of Weber "tuners" out there... Make sure float levels are even at 25-26mm, carbs are sync'd, valves adjusted, and the ignition system is in tip-top shape before dipping into carb tuning. Once that's all set, you can try F7 e-tubes and 130 air jets for better tip-in (if you want to stay with Weber jetting).

Interesting, it looks much shorter in the photo, must be the perspective.

Looking good, is that a Mikuni manifold? Rebello pinned my intake as well, it's pretty common in the race engine world.

Same with Isky, he's better on the phone than email. Your geographic location may make that challenging though.