HowlerMonkey
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Posts posted by HowlerMonkey
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Sweet......
This is important information for anybody who does highway driving.
And your results were obtained with the turbo being cooled by coolant.
This is good news.
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I've actually got two builds going on.
One is a LD28 with turbo and the other is only in the beginning stages but it is a flex fuel L28et.
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Drying paint cooled the block causing condensation from the slight temperature difference?
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The bass component of even a very muffled L28 at idle will set off car alarms as it idles past.
I like running old engines on modern engine management systems and the challenge of laying down emissions numbers that pass regulations set for cars made decades after the L engine stopped being made.
The L28 with a high quench head and flattops is perfect for that when run with an ecu that has more modern actuation of egr and timing.
Of course, I just bought a ld28 which will be turbo'd for my mega mile per gallon project so emissions are out the window for now.
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I leave everything else alone and spin the oil pump/distributor shaft 180 degrees.
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The original poster still needs to check whether his head has hydraulic lifters or not.
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The 1981 sensor does output the same signal.
The way nissan gets 180 pulses from a 90 tooth wheel is that the sensor has three "poles" with one ending 3 pulses per crank revolution and it uses two others that are in parallel to the same signal lines.
The other two poles are spaced 1/2 tooth relative to each other which nets 180 pulses per crankshaft revolution.
It works great with any 280zx turbo ecu but won't work and can't be modded to work properly with the 300zx ecu though it should run the 300zx ecu badly because the sensor can not output the cylinder 1 identification pulse.
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l28et only uses two wires for the closed throttle switch.
One is the center pin and the other can be figured out by checking which pin has continuity with the center pin when the throttle is fully closed.
If none do, then tps needs adjustment or is bad.
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Arsey? review your post history.
square ports, hydraulic lifters, no liners, cylinder head temp sensor hole.
I compared it to 4 other p90a heads we had and could find no difference.
Maybe the head is a casting they used to correct the flashing found in the coolant passages of earlier heads.
If the head is still around, then creationz in reston, va had it or Brian downey might remember putting it on a car some years ago.
http://www.facebook.com/pages/Auto-Expectations/10150113583150347
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I seem to remember that 1984 4n71b are L4n71b meaning they are not electronic.
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There are at least 5 r200 pinion flanges.
a 1 year old thread has a couple of pictures here somewhere
1. round flange for r180 with small bolt pattern found on Z cars, maxima, 510, 710, 810.
2. round flange for r200 with small bolt pattern....found on some 280zx and 200sx turbos.
3. rectanglar flange for r200 ....found on 280zx turbo.
4. round flange for r200 with larger bolt pattern than flanges 1 and 2..... found on z31 300zx.
5. round flange for r200 with larger bolt pattern than flanges 1 and 2 with abs tone wheel teeth and around .5 to .75 longer....found on infiniti m30.
There are probably a couple more that fit the shortnose r200s in 240sx, z32, j30, and Q45.
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When I compared the p99 to a p90a hydraulic lifter head, I could find no difference at all.
Yes, I was looking close enough.
When you consider I've worked on thousands of Z-cars, it is possible I've seen something tony has not.
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Come on by and say hi at the performance power racing pit area if you go.
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I went to "high butterfly" stacks on my 914/6 2.7 euro compression ratio engine with rsr cams and the engine put 255hp to the wheels.
It actually seemed to help throttle response with the butterfly's further away from the ports but that engine was a pretty extreme example.
The location of the throttle plate has be figured into the "big picture" when you are considering stack length and cam timing.
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The hardest part of comparing the P79 to a P90 with flattops is that most who swap the heads will swap the head complete with cam.
I've just recently replaced a P90 with flattop long block assembly with a 1983 P79 long block assembly over a days time and notice no difference in performance between the two at stock boost.
I'm sure the liners in the p79 don't affect performance until much higher power levels but I fear that extended running at high boost (standing mile....etc) could cause the liners to get hot enough to start to erode and possibly start losing chunks.....which is tough on turbos.
I'm not sure how the comparison would go with a non-turbo engine.
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Yes P99
I got one off of a very late production date 1983 280zx turbo manual transmission car that had thrown a rod and replaced it when I worked as a tech at lustine nissan.
It could have even been a canadian market car since I seem to remember a 280zx turbo manual there around that time that had a french speaking bitching betty.
I rebuilt a turbo and swapped head/turbo/manifolds to my 280zx turbo and drove it for 5 years in my 280zx and gave the entire engine with a built 3n71b to datsun dynamics where I used to work along with the original p90 head and manifolds.
From there, the trail goes cold but I'm sure someone got that sweet running engine and will eventually show up on a forum somewhere and show pics confirming the casting number.
Other than the casting saying P99, it was identical to the P90A.
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If you found flattops in the engine, you will most likely find the rods lack the oil squirters that cool the pistons down.
Depending on your application, this might be important.
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Original poster needs to check if he has P90A or P99 head since he did state a 1983 L28et.
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Where's the P-79 vs P-90 discussion?
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Somewhere here is a thread from a few months or year ago that had some very sweet looking captured mounts.
I seem to remember that they might have been based off of some jeep mounts and possibly red in color but not positive.
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If the injector driver is fused, the ecu will light up a "noid" light by providing a continuous ground to the injector ranther than a pulsed ground.
12+ is always on.
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I believe only the 83 and 84 first generation maximas had that setup.
I think I remember that the maxima swingarm shock mounts were slightly differnt height compared to the 280zx.
Mine did and I used 280-zxt axles and a 200sx turbo diff mount to fit a R200.
Of course.....the infiniti M30 also has that setup though the diff. flange is a about 5/8 inch longer but you can swap on other R200 flanges.
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These cars will run for 5 min on puddled fuel.
The stock ecus on 280zx will fuse the injector drivers and continuously hold the injectors open if you jump start the car with the polarity wrong.
After this has happened, I've seen more than one dealership mechanic run the car with the fuel pump off and/or injectors disconnected because of the puddling caused by the fused drivers.
It can and has happened.....just not sure it has happened here but it could have.
Years later, at Blue Streak's ecu rebuilding facility, I ran into my fair share of fused injector drivers on these ecus.
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On rotary engines, Weber 48IDA were popular carbs and many racers ported the venturis and throttle plates to 51mm or so.
The caveat is that you lose a bit of the "signal strength" that is created by the venturi if you change it's size or countour.
Rotary guys already have low rpm response issues that require a rev happy driving style so the lack of signal is just a drop in the bucket on a J-ported, monster ported, or peripheral ported rotary.
These are downdraft carbs but the same principles apply when enlarging.
If you want to see extremely large ports, you should take off the plastic plenum of a lexus IS350......pretty amazing.
You can look down holes that are near 50mm or larger and see about 98% of the valve where it touches the seat.....the runners are that straight.
What 1mm head gasket to use on n/a p90 w/ flat tops
in Nissan L6 Forum
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