Tony D
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Posts posted by Tony D
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Didn't watch the You-Tube, but the DVD? It's comparable to most period motion pictures shot on 35mm or 16mm rigs in the field.
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Never Say Never John!
Our El Mirage competition the year we took the points championship was an XO/BFCC combination running a blower and Hilborn Injection on a Flathead IN A PINTO!
We are the automotive anachronisms: Land Speed.
Where else can you see a Buick Straight-8 and Offy Indy from 1929 still in active competition?
No, we DON'T have anything better to do, come to think of it...
But even at that level of competition, I don't know any of the flathead guys who are doing Singh-Grooved Cylinder Heads.
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Bernardd beat me to it, and I was about to mention the MAF does a far better job of actually measuring air at idle and compensating with proper pulsewidth.
Remember, the differential is really only 200CC's of displacement, WELL within even a basic O2 sensor trim capability.
The VG 3.0 at idle is flowing only slightly more than the 2.8...and the MAF/O2 sensor will more than take care of it. The turbo isn't operating all the time---people forget a turbocharged car is N/A for the first couple thousand RPMs and at most conditions below 80mph anyway.
I have a 280ZXT with a hollow turbo...runs just fine.
Same goes for a 300ZXT---no different.
I strongly doubt it will run rich...if it does, it was running rich on the 3.0 as well.
Mass air flow is mass air flow. Displacement within 10% of total capacity is irrelevant.
(AND...if I can take a 164CID AND 145CID Corvair engines and put 'dumb' 280Z EFI onto it and it doesn't run rich with that terrible AFM system... The sophisticated MAF should handle your simple swap with aplomb.)
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The truck V8s work well in the S30 Chassis, and the use of the Z32 Box makes installation fairly painless.
The SCORE 5.6L trucks (with the oem wet sump!) were making well over 700HP at 8200 rpms, delivery of power looked identical to a cammed L6. Very impressive. The smaller 4.5's are all over the place here in SoCal as wrecks, and if they take to mods like the Truck 5.6 (pistons and bumpsticks, remap the ECU and go racing...) it could be 'relatively' economical.
They sound nasty on the start line! But don't get illusions the L-Tranny will stand up to it. Just do the conversion to the Z32 box and it should handle anything you throw at it for these purposes.
Hell, they even got a decent autobox available....
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I believe one of the IRL original formulas was 4.0 or 4.5L, and later went to 3.5.
Either way, they were making between 600-718hp as I recall.
I know it punched that G35 to over 200, as well as the bigger car the year before!
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Oh, foolish me, I bought the DVD...
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Knowing someone who works at Briggs & Stratton, when mentioning the aforementioned experimenter...they did do some testing, but there was more they needed, and his development didn't get them where they needed to be so it was left with him.
Which goes to John C's comment about all the other engine manufacturers...
S. Singh has some interesting developments. But they are ONLY applicable to areas of the world where advanced engine control and emissions are not a concern.
20% increase on a Flathead, that IS something, and I'd not dismiss it. But what works on one engine design doesn't necessarily prove beneficial on another design. Not a lot of advantage for the claims put forth in the end.
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Why on earth use the stock 40+ year old harness with a new ECU?
Methinks you are asking for troubles you wouldn't otherwise have. A new harness for the MS runs about $65 plus vehicle specific terminations.
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Uh, yeah, "letitsnow" has it correct: without an I/C you are going to have WAY more heat.
"CAI" on a turbo car will have VERY little effect on discharge temperature, the I/C is far more important.
Running 25psi on the dyno, never got above 45C on pulls.
On the engine dyno, making runs in the 18 psi range for 5 minutes at a stretch the approach as given by the RTD's on the bench was less than 10C (meaning air temps out of the I/C were within 10C of Ambient.)
What you should be concerned with is 'approach temperature' as this tells you about your cooler efficiency. A raw number discarding pressure and ambient is useless.
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I think there is nothing special about the L20A rod, 133 or 130 same as the others.
But we put L20B rods in our L20A...
For which I am holding new Nissan Head Gaskets, purchased and delivered to the hotel on Friday past!
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Why would it run rich?
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"E" Class, "G" is 2.0 Liter.
The McMeekin Brothers run that Olds Aurora engine, the "G" that ran up there (#4500) was running a comparable Nissan IRL engine with the biggest K&N air filter I've ever seen! I think they then swapped it over to the Red G35 they ran the next year. That was one of those "$1 Engine Deals" from what I understand.
You may want to call Frank Honsoweitz at Ed Pink Racing Engines and see if he knows anybody with an old 4 Liter Nissan IRL engine for sale (or laying around gathering dust!)
Biggest RB I know of currently is 2.8L, or the 3.0's from Australia with the head exchanged to DOHC.
I'm happy, I came back Saturday with three brand-new Nissan OEM L20E Head Gaskets! (For that "G" Engine we have apart right now.) I thought about you at the Swap Meet as there was a complete induction set from a Drag Car for sale, triple 50mm ITB's, on matching manifold, with rail, injectors, pump, Haltec E6A, MSD 7 Timing Computer, and Kameari CAS Conversion Distributor. If it wasn't 3AM your time I would have called!!!
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So when will you give me the free set of crappy flat tops?
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Pull WHAT hub?
The fronts are no more involved than a rotor exchange.
The rears... no hub removal required either, if you put some thought into it!
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Right now it is TOO HOT in Arizona to do much of anything outside.
That's why they put lights in the garage...
I would go to sleep around 6pm, right after dinner, then wake up and work on the car from midnight to 6AM, take a shower, have breakfast, then drive to work!
Believe it or not, it kept my weight down for some reason.And I got a lot of work done, much to the chagrin of the neighbors at some point or another!
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Sometimes, appearing in person on someone's doorstep with a Louisville Slugger and asking for 'clarification' is gratifying...
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Been there, seen that!
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Wrong State, sorry to say...
I have the 1/2, 3/8 and 1/4" SWAGELOCK benders. Absolute JOY to use. Jeff P borrowed them from me to do his fuel system AND I'M STILL WAITING JEFF.....(hint hint!
)Seriously, the Swagelock benders are wonderful, they are also like $247 each. I know mine were, but hey it was for the US Navy, on the HOSPITAL SHIP Mercy, so I kinda felt justified in the purchase. To say I did awesome tubing would be bragging, and I don't like to brag...but...damn it looked nice.
And in the end USN paid for it all, and I retained use of the benders for...uh..."Personal Usage"
Oh, and the 37 degree tool....again compliments of the USAF on a DPDO sale of 'surplus tools' where I got a PALLET of tools (along with wall lockers and a freakin' copy machine!) for a whopping sum of $28... Little did I know that pallet included like 50 Snap-On inch-pound torquemeters. I was giving them away as gifts. I think Jeff has that one as well from his attempts at setting pinion crush sleeves on R200's....
Hey Jeff, where's my tools dude?
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I know of at least one person who used BMW 3.0 liter engine ECU and all related components in his 240Z... for everyone looking on from the outside it looked like a Datsun System.
Hell, I was the guy putting JECS ECU's into CORVAIRS in the late 70's and onwards. This was a VERY popular swap in the Corvair world to get EFI and remove the hassle of carburettors!
But the technology is dated. The way I would put it is 'Apollo Technology'...
Today you can buy 'Space Shuttle Technology' and directly attach it. So why bother with the older stuff? I mean if you are DEAD SET on using OEM components from some misdirected reliability thought...then this is all really old news. Guys who have been playing with EFI since the 70's (yeah guys, VW started mass production in 68, Datsun in 75... it's technology FAR older than most people think!) none of these parts swapping stories is anything new.
STANDALONE (and more importantly MEGASQUIRT) changed the aftermarket world forever. No longer do you have to approximate and guess. You can tailor it EXACTLY.
A Megasquirt V1.0 running the fuel only 8X8 tables will give superior drivability and equivalent emissions performance as a JECS box (with the added advantage of closed-loop operation which the first-gen JECS boxes didn't have!) The later versions incorporating 12X12 tables, fugabaoudit!
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Toyota and Honda are your friends in this regard. Search the parts catalogs and technical data. Never be a purist when it comes to parts. The old adage 'parts is parts' is true.
I have guys who have blanched at Honda rods in a Toyota, but when you realize that you have a junkyard option that costs you $125 compared to beautiful Carillo's that cost you $1400....uh... well....
I was broken of the parts purist disease when I found out guys were using 5.7" Chevy rods in VW Strokers because the parts were CHEAP.
I now return to my metal box and put the leather mask on waiting for Mr. C to come suitably discipline me. In his stead he can send any of these nice looking ANA Attendants from the lounge here in Narita suitably attired in latex or leather...
Yes yes yes, the Jack Daniels is free...
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I've been to a couple of museums and technical exhibits here in Japan this last week, and it's AMAZING the emphasis they put on deacceleration of bodily extremities through padding and interior deformable structures.
I picked up a new brochure for the Toyota IQ (which I'm considering) and the photos of the airbags all deployed tell a very interesting tale!
Really the SIDE impact is the deadly one... You have plenty of room fore and aft to keep from hitting stuff. But from the SIDE? I have personally seen someone's head break the passenger's window and go entirely outside the vehicle when hit from the side without airbags.
I'm almost of the opinion that I want to drive with my freakin' windows down at this point, and take my chances with the Dale Earnhardt 'stretched neck syndrome' if I'm whacked from the side!
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I just HAVE to post this photo from last weekend.
I know guys who have been pulling their hair out for original braided hoses for 240Z's being told they are 'NLA' and this little bin just KILLED me when I saw it!
I don't know of a source for the rad hoses which are preformed properly. Anything is possible with beadrolled aluminum tubing and simple elbows, though!
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You haven't been reading close enough. Less lift if you want to keep the springs you have. 465 or 470 is usually acknowledged as the maximum lift you can use and retain the stock springs.
Duration can be what you like. But lift will determine your springs.
Have you considered sending your stock cam (damaged as it is) in for a regrind. You will need (likely) new lash pads then, but it may be pretty cheap. In L.A. a reground bumpstick can range from $25 to $100 (from El Inca Cams and Isky respectively...)
If you want one you can put in without a long lead time (which "long" is relative) then buying one outright is the path you must go.
Don't waste your time with "A" "B" "C" cams, just get one that is ground for more performance than stock. PFFFFFT!
Good Luck!
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Replace the U-Joints
4.2L G engine Bonneville
in Nissan L6 Forum
Posted
As to Pete's question about Turbos---it's BGT then, "Blown GT" and the speeds increase accordingly.
As a coupe running in GT you are allowed engine swaps, so anything Nissan made can go in there except a Diesel...that would put you in "Diesel Class" which has possibilities as well with what Willie Essing is doing to the Navara DI3.0Z Engines!