HowlerMonkey
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Posts posted by HowlerMonkey
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I have yet to see an offshore racer work well with turbos for longer than a single race.
Ask reggie fountain (fountain powerboats), he pioneered using turbos in research boat/engine combinations for mercury marine but all his race boats ended up using superchargers though that may have changed.
I love turbos and every car I drive (except my terminator wagon) are turbocharged but there is an unbelievable amount of danger in using turbos since most every offshore racer has headers that have water jackets..........for good reason.
These headers for a big block chevy go for about $2,600 to $3,000 each.
When I was a service manager at an offshore type boat dealership selling fountains, I asked Reggie and he said safety is number 1 on anything that bears his name..........now that doesn't keep others from doing it but I'll bet current regulations in any offshore racing sanctioning body still say "no" to turbos.
Imagine the expense in shrouding your entire exhaust system and the hot side of the turbocharger with water jacketing and you will see that losses start to crop up right away.
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Tire stagger combined with a tight diff.
Swap the rear tires with each other and see if it turns the other direction.........and sight down the rears and see if one is way off relative to the other to check for rear toe problems.
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That depends on what year 280zx.
Many pre 1981 ZX cars had a steering box type power steering though I believe some 1979 slicktops with roll up windows had a manual rack.
If your car is 1981 or newer, you probably have the rack rather than a box that sits right where you would put the turbo.
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Mechanically very similar but very different engine management system scheme from the factory.
One thing to know when potentially buying either is to check the cylinder deck and head surface for erosion as I've seen a ton of them with deep enough gouges on the mating surfaces sometimes making both almost worthless.
I've watched a couple of techs get fired when they discovered the gouges after handing in the estimate and getting the green light because they went for the JB weld...............which works only about 25% of the time.
Doh!!......wrong engine family.
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Toyota corollas use what looks like an exhaust header for the intake.
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I've seen something similar and it was from a slight bit of water ingestion.
It was also on number six like most L28 hydrolock victims.
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N47 maxima head is another as is the P99 which is identical to the P90a.
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Most new cars won't energize the relay that gives positive to the injectors, tranny relays, fuel pump relay, ignition coils, and misc. engine solenoids such as vacuum switching valves until the car sees a good crank angle sensor signal.
Toyota calls it a circuit opening relay and chrysler calls it the ASD relay.
I'll guess the aftermarket manufacturers will soon embrace this though I don't know if any have.
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I've pulled a ton of L28 pistons that look like that including a 280zx that never experienced boost.
I've never seen this in an engine in florida (though it could happen) but have seen many in cold climates like virginia in the winter.
What I find knocks the skirts off on L28s is high revs at low temps.
On my car that lost all six, it ran fine, had no blow-by and only made slight knocks when cold. I only found it when going in to fit new rod bearings in prep, for a turbo.
If you have a thermostat stick open or don't run one in sub freezing climates, you can run the car down the highway as many miles you want, pull over at a rest stop, and feel the side of the engine is unbelievably cold for an engine you just ran hard.
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I had a 280zx turbo I bought in the winter that had a thermostat stuck open while on the highway.
I saw the gauge go down to the bottom and assumed it had an open in the sensor much like some oil pressure sensors do.
I would come up a bit but not nearly where it should have been while idling.
It was running a bit strange and I got on it pretty hard not knowing the gauge was, indeed correct and found one side of every piston skirt snapped off and in the pan while the other sides were fine on all six after going in to replace rod bearings because there was very slight lower end noise.
I guess a 100k mile engine that was probably ice cold has a lot of piston slap.
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Sorry John C. I just checked with my Improved touring buds and Bisone's 240 put down 220 and not 240 to the crank around the time it lapped the field at the blue grey classic at summit point in the early 90s.
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A few guys here have done it but I'll bet the crazie aussies have a good site on it as well.
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Mechanically very similar but very different engine management system scheme from the factory.
One thing to know when potentially buying either is to check the cylinder deck and head surface for erosion as I've seen a ton of them with deep enough gouges on the mating surfaces sometimes making both almost worthless.
I've watched a couple of techs get fired when they discovered the gouges after handing in the estimate and getting the green light because they went for the JB weld...............which works only about 25% of the time.
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I commnicated with the guy who has the parts or maybe it was the guy who sold the parts the guy who currently owns them but everything he has was pre 1996 when nissan made the change to the thicker crank snout.
His solution may no longer apply since it may be a bolt in solution rather than require machining if you buy the correct year cover, pump and the rest for this setup.
If I see a 96 or later quest today, I will check the crank snout thickness but I have alldata as well as mitchel on demand and they both say 1996 and later VG30e engines have the thicker snout.
I know Danny and Angel (the guys in georgia) put a vg33 in someone's car at Z31.com but I doubt they measured the snout.
The answer might be in FAST software or the fiche but I have neither.
I've been at Z31.com since 1997 and nobody there is aware of this but hybridZ seems to have people who are a lot more forward in thier thinking and open to new ideas.
If I posted this there, there would be a run on vagisil nationwide.
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Dan bisone put down 240hp (crank) in his ITS car in 1987 with a 2.5 inch and he passed tech. with it which was rare for him.
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Great Z car drag video.
I could swear I hear the tarzan yell in the background from the song "work the walls" by rare essence.
Starts :45 in.
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This is an evolution of the SHO v8.
Light and powerful in stock form.
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In 1996 nissan came out with a new crank for the VG30e because lame technicians cranking the belts unbelievably tight as well as the balancer bolt upwards of 350 ft pounds which would snap off the snout of the crankshaft in mid 90s nissan VG30e engines a few weeks after the service that resulted in the overtorquing.
I replaced a lot of them at VOB nissan and Hosemall in virginia in around 1994.
Nissan upped the diameter of the snout from .985 to 1.262 on 1996 and later VG30e engines which is the same diameter as the VG30DETT .......at least on the quest (confirmed) and most likely all of them (uncomfirmed).
They both share 2 keyways but differ in that the VG30e iteration had the six bolt crank flange.
I've seen people brutally shot down on other forums when asking this but still...........has anybody tried the Z32 rotating mass in the engines designed for the same snout size?
I've searched and searched but haven't seen any information on whether anyone has tried the swap on engines that both had the same snout diameter and keyways.
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Looks like gloria or cedric jdm setup.
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It depends on whether it is disassembled or just the cover is off.
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I've got the entire engine management system minus the coils with two ecus........one has a superchips mod but I haven't put it on the simulator here at standard's ecu division to compare it to a stocker.......which I also have.
If I cannot adapt it to run 550s on a L28et with the LS400 air flow meter I will sell it.
I was limited in time but got most of the harness and most of the peripheral stuff other than a few relays that are spread all over the car.
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Lexus SC300 tranny is five speed.
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I think I recognize 2manyZ's diff with the torsen as one that was originally in the 300zx cars bought from leitzinger and sold to Datsun Dynamics in the early 90s.
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Some early vg30 pickups had carbs but most if not all are in australia.
Twin Turbo Project
in Nissan V6 Forum
Posted
I hate suggesting the sr20det because everybody has one in their S13 and S14s but it sounds like the best idea for your application.
Now if you were from australia, you would have a huge selection of nissan turbo 4s.