HowlerMonkey

Before you start chopping things up, check out the 1992 nissan stanza throttle body. I believe it is far better starting point and it is the same size. There are a few flavors of the 60mm throttle body on nissans made by at least two manufacturers. some fit better than others.

Volvos had some super loud and obnoxious horns in the 80s 240 series cars.

VH41de?

Make sure your fuel pressure regulator is doing it's job as well.

I would check the front turn signal bulbs (or anywhere else that uses the 1157 dual contact bulb). Toyotas are notorious for feeding back through a bulb that was installed 180 degrees off. Or you have a ground that is not working and the car is seeking ground through the other lights.

How viscous does the oil on the dipstick feel? Maybe the oil is thinned out?

Some guys have gone to the Z32 engine management system and edited the prom to ignore missing sensors and cam actuation equipment.

Nissan won many championships without stroker engines. Sure, a stroker will have more horsepower than a non-stroker but, if your horsepower goals are relatively sane, there is no need to triple the price of your engine build.

Too late....I heard it.....strange how it keeps coming up. Your P79 will run identical to the P90 on a F54 with flattops and I ran one 20,000 miles at 7psi boost without any liner issues. Higher boost............not so sure of liner longeivity. I did switch back to the p90 head because I was worried but they looked fine upon inspection. You won't be able to run as much boost as with the dished pistons but that is a bit debatable since I don't think I've seen anyone run high boost with forged flat tops in a L28 turbo car yet and the quench pad (p90 and p79) brings detonation resistence that is compromised by a dished piston. Of course, the dished piston is lower compression ratio. I've run 87 octane with 6psi and an intercooler without pinging and a good tune could possibly allow higher boost even with 87 since I am doing it on a non-tuned ecu that features pretty aggressive timing advance that was mapped for a non-turbo engine. I mentioned 87 but I don't recommend running anything but 92 or 93 octane with the f54 flat top and p79 combination.

On a L28 without excessive blow-by, you shouldn't hear anything. If you have blow-by you should hear a growling noise and putting your hand plugging the hole might even cause pressure to build that you will notice when you remove your hand on a car with huge amounts of blow-by. There are varying degrees of this and what I described is "whole engine blow-by" and just a single cylinder with the amount of smoking mentioned would manifest itself as muted pops through the oil cap hole instead of a groan. Usually, if an engine has enough blow by to make clouds of smoke, then you should expect that it will expel exhaust gases past the rings into the crankcase. A properly running L28 with stock breather hose routing may actually misfire as removing the oil cap will allow air that was not metered by the air flow meter to enter the engine and cause a miss in some cases. Some guys run into the misfire when they remove the hose that goes from the valve cover to the induction system between the air flow meter and the throttle body and instead use a filter on the valve cover barb. If you don't have any of the "blow-by" symptoms described, then rejoice that you instead have leaking valve stem seals. Of course, removing the head to fix the seals will also allow you to inspect the bores which might show some scuffing.

You would be able to tell if it was rings or valve stem seals by listening to the oil cap when the engine is running.

A man with his priorities in order. Car and driver did it in 1985

What happens when you remove the oil filler cap with it running?

How many quarts of oil are in the sump? Is the dipstick the correct one for your car? Is this car equipped with an automatic transmission that could be sipping trans. fluid through the vacumm for the modulator? Just a few things to check before tearing down the engine. Also....how is the turbo drain path from turbo to pan?

7 miles per gallon best case scenario with 3x13b. If they are naturally aspirated and bridgeported, then mileage goes way down from there. I moved to nissans after running rotaries from about 1981 until 1990 when I left Z shop of Miami for Datsun Dynamics. They are just too loud in performance trim unless you turbocharge them.....which opens up more that needs to be addressed. You might get 600hp from a well done turbo II engine.

I am considering the above post just a pathetic attempt at trolling or an attempt to get the last word in. Every diesel and aero catalog as well as many compressed air equipment catalogs list them as intercoolers and aftercoolers. Try to order "intercooler #2" from any diesel or aero engine parts supplier and you will be asked to clarify if you mean the intercooler or the aftercooler. The only time they number intercoolers is in system with three or more stages of compressing. TonyD you are a smart and knowledgable man but your willingness to jump down people's throat needs to be tempered a bit.

You must record the sound of the engine with that induction system at full song!!

I can't remember if the N47 has the camshaft oil spray bars or not but I do know the maxima N47 does not have them.

In many markets, the rear sump pans outnumber the front sump pans by a margin of around 300 to 1. I'm sure they are more common in australia, though.

When you have two stages of supercharging, names should be used that distinguish the coolers of each stage from each other. This is important for the parts guys and technicians so the wrong part does not get ordered or replaced.

Whatever you do, hang on to those front sump oil pans.

All of the factory lexus manual transmissions I have driven drive like a truck as if the designers just tossed a manual option on the car as an afterthought. The turbo supra six speed shifts better but you will find them premium priced.

I work with the Big Stuff 3 system designed by the same John Meany who designed the FAST system. Pricing of both systems is all over the place so it's really hard to figure out which one can be had cheaper.

That really sounds like a distributor issue. Next time it refuses to start, leave the key on and wiggle the harness where it plugs into the bottom of the distributor. If you hear the injectors click, then you have an intermittence issue within the potted electronics of the distributor.

No lecture required. I am a FAA certified airframe and powerplant mechanic and a certified heavy diesel technician having worked reciprocating aircraft engines with two stage supercharging and turbo compound as well as heavy diesel marine engines for hatteras yachts that feature both superchargers, turbochargers, aftercoolers, and intercoolers on each engine. Tony is not wrong and neither am I. You, however, are wrong in your scolding. My point is that you really don't need a supercharger in the mix when turbo technology has come far enough to make it not necessary for any non-diesel application. I think the biggest reason you even see any cars with both superchargers and turbochargers is because the car of choice was factory equipped with a supercharger already.