Scottie-GNZ

Yes I do. Have not missed a PLM yet. That was an impressive win for them over the "factory" cars.

WE HAVE IGNITION! and she purrs like a kitten.

I have a B&M Quicksilver ratchet shifter posted in the Z Parts/transmission section. Thought I would give folks here 1st dibs before I put it on eBay. Email me if interested.

Very good article and reference for all turbo newbies or anyone wanting to learn. Here is something about I/Cs I found interesting and what I have been saying all along: GOOD CHOICES are: Isuzu NPR, Porsche 944, Toyota Supra (MKIV), SVO Mustang, Thunderbird SC BAD CHOICES are: Volvo, Starion, Mitsubishi, Supra (MKIII), some Audi's. You are installing an I/C because you want to increase boost/HP, so why would you use an I/C designed to support an engine with LESS HP than what you are starting out with?

Paul Johnson Jr was a fellow employee. May he R.I.P. Please do not turn this into an ugly political debate.

This is Misred, Jeff. Mike is deep into swapping his 4.1L drivetrain into a 3rd-gen. I just did a little scrub-a-dub under the hood and changing a few things to my liking.

That's funny. I played a part in converting this car. I see you got past step 1 but that is probably the toughest thing you will have to do, except maybe the wiring.

Settling in for a long day in front of the boob tube for ALMS, F1 and NHRA and getting stuffed. No work on the new car today but thought I would show some pics of the progress being made. Need to finish hooking up wiring, fuel lines, tranny cooler lines, minor mods for the radiator, a shifter, connect DP/wastegate to exhaust. Other than that I am close :D

10 to 15 seconds? That sounds like overkill but whatever works for you. I ran both Nittos and BFGs and I got them damp (on the edge of the waterbox), turn them over to get away from the water, spun them hard for a count of 3 on the line-loc, then spun them up to the line. Mid-1.50s with no problem and about 9,000 miles on the Nittos.

I am not "in" to SAABs, but my daily driver is a 96 9000 turbo/5-spd and I love it (them). With the rear seats folded down it is cavernous. Car is reliable, economical and a relatively fun daily driver.

Finally got my hands on a copy of the latest edition and want to congratulate the editors and all involved in the redesign The magazine has a nice rich look and feel to it and I wish you all continued success. I see the SEZ event coverage garnered all of page 24 and want to express thanks for that. This is a growing event with hopes that the next one will attract Z enthusiasts from across the entire country, not unlike the West Coast nationals. Preliminary discussions are soon to be getting underway on how we can accomplish that. Lastly, while I tend to try and shy away from the attention , I also want to personally say thanks for the recognition and little write-up.

Wait a minute, something does not add up right here. You should be no where close to being maxed out with 550cc injs. You should be able to easily support 400+RWHP under 80%DC with those injs. At 520 at the wheels, my 75# injs were at 69% which means I was using 51.75#. Now I know some are going to say the 3.8L is different and the L28 requires more fuel, but it still does not add up. Make sure the FP is set to what is required for those injs. Putting aside the difference in the engines, the SDS HP vs Inj chart says a 54# inj should support 589hp at the crank at 100%DC. If you estimate that to be 15% loss with a manual, that's 500 at the wheels, 80%DC would be 400 at the wheels and 85% would be 425. If I apply the SDS table to my setup I find the SDS table conservative because it says at 69%, 74# injs would support 462RWHP vs the 520 I am getting. Of course you have to go with the numbers you are seeing but it does not add up for me.

Uh-Oh, the next Z-car king of Central FL? Of FL?

Point of clarification. That pic is showing a 3rd-gen RX7 with a GN shortblock being trial fitted. That is not my RX7. That belongs to Mike (Misred) and those of you who have been to SEZ knows his red 2nd-gen. That is the RX7 I am cureently putting my drivetrain in. Mike's derivetrain from the 2nd-gen will be going in the 3rd-gen and we just pulled the rotary turd, err, turbo yesterday and dropped in a GN shortblock he has laying around. I will post some pics of my progress maybe tomorrow. Owen, I am guessing a fully dressed 3.8L is probably about the same as a fully dressed LS1, somewhere in the 430lb range.

I was wondering that' date=' is it the horizontally mounted thing in front of the engine? Or is that his AC stuff? Owen[/quote'] It's not finished yet guys. Speaking of 3rd-gen RX7s, here is how I spent my Sunday afternoon. Looks like it might be a tight fit, huh? :D

We appear to have about the same size flare and the biggest tire I ran with the Nissan IRS was a 275/50-15 on 15x8 with a 5.5 BS. Biggest tire I ran period was a 27x11.5x15 QTP and those suckers were wide but with the C4 IRS I did not have to worry about clearance with the strut/spring perch. 28" is a tall trie for a Z and will probably give it that jacked up look. The key to fitment would be the backspacing and clearance with the spring perch. A 28" tire with a 4.11 would be about the same as a 26" tire with a 3.90 (more like 3.82) but the 60% 275 will have a bigger contact patch for more traction. However, keep in mind that the 700R4 has a 3.06 1st and when combined with a 4.11 will make for a busy 1st gear. The often forgotten key with an automatic is the convertor stall and the correct stall will put the engine in the sweet spot right off the line which is key for quick a 60'.

The M3 engine is an inline not a V6.

Terry, Kevin makes some excellents. Here is my piece of advice. Whatever combo you end up with, change one thing at a time and give yourself more than 1 trip to the track to see how it works. In most cases it will take several passes with a combo to find out if the problem is a specific component not working or it was just a bad day at the track. PATIENCE!

At the top of the very first pic. "Here's my car when it went under for a huge makeover which BTW is still not done."

EYE CANDY

http://www.cardomain.com/memberpage/544076

Yes they are but I would not be too concerned as I have yet to see a decent running one expect for that hideous lime green one. I believe if you target 250 at the wheels in your 240Z you have nothing to worry about. As for the weight of the 240SX, that was an option for me and the lightest model I found in my research was 2695 for the early notchback model. 2500 does not sound right for a 240SX. Most of the late model SXs with SRs are right at 3000lbs with driver and with 240+hp, you have them covered.

Everybody should know who that is. It is Z-Gad just out having a little fun with a basically stock L28ET. I cannot see the video and not sure what he ran but I do remember Carlos running 15.75. Z-Gad's 1st pass with 15psi netted 114+mph and he was just easing off the line. BTW, Carlos has a really sweet Z and is another car with a piece of the GNZ in it.

The muffler I used on the GNZ was a straight-through 3" SS oval built to withstand the rigors of the rotary. If you are interested I will see if they are still available.

Rick, I have been accumulating parts for the switchover and actually start working on the car this Sunday. In case you did not hear, I am taking Misred from Mike and we plan to "drop" his drivetrain into a 3rd-gen. BTW, he is starting to turn the wick up a little on the Geo and went 9.75 @ 140 with a 1.48 last night. Still not even pushing the engine. Check out our list of LC2-powered cars: http://www.TurboBuicks.com/forums/showthread.php?threadid=6305&referrerid=225