Tony D

East Coast of Malaysia... P.I. as well, but more security risk...

Parallell Twin Turbos are pretty much gone as well. They have a two-compressor single turbine turbo now making 45psi for high horsepower / high airflow applications, that is over a year old now that I know of! Twin turbos are not required for the compressor flow with that stetup. It's taking the example of the old Eliott SSA (?) where there were three turbine stages (axial flow) on a single long shaft driven by a single driver. Great if you could get one running and leave it on...terrible once it shut down and that shaft started to sag, waiting for restart... Garrett also has compound units in one housing last time I walked through the R&D section. Large and small compound series plumbed turbochargers, with all the casings common and with a single exhaust manifold connection. Now the Caterpillar energy recovery turbine (the fluid coupled turbine in the exhaust flow linked to put waste energy from the exhaust back into the PTO drive of the engine...) I've read about and seen photos of, but not actually witnessed in operation... As to this: "See, to ME the Ultimate Datsun Pickup would be a 4x4 83.5-86 720 King Cab with a turbocharged LD28 in it.... and that is what I have ALWAYS wanted this engine for. " The Di 3.0 or 2.7 that was in that same model in 99/2000 and 2005 would work for me. I'd not want that anemic LD28 in there when even the 2.7 kicks it's butt hands-down, and the 3.0 is a dream! The new Common Rail Isuzu and Toyota small pickups with the 2.5 Turbodiesels are great to drive around. Very nice!

That would be quite low for compound turbocharging. I watched single stage turbos on the test stand at Garrett running surge drills and thermal cycling 0psi-45psi-choke, stall, open flow -psi 45psi- choke, stall, open flow.... over an over and over... till it broke. Compounds are not required for 45 or 50 psi, a single wheel can accomplish a 3 and in some cases a 4:1 Comrpession Ratio. Now, running a 3:1 and a 2:1...now you're talking. It's more on the likes of 70 to 100 psi they are running on two stages.

The LD28T is available in Europe, as well as through marine and industrial outlets. They were in Forklifts, etc. There is a dedicated "T" pump. I'm surprised at the .63 A/R housing performance on the turbo. The stock LD28T used a .43 A/R and comes on far harder than you are describing. The intercooling helps keep that EGT down with the leaner mixes quite a bit. Where / how did you port your N/A fuel pump to accept the pressure under boost? maybe a photo?

The one side is early 240. The other side with the integral driveshaft installs the same way, with a bolt in the centre, but it came from a later car, like a 260Z. Later Fairlady Z's came with that style of axle. They interchange, find another flange or axle and the differential will have two of the same. Just unbolt one, and bolt the other style in, done it a few times myself! Oh, it's an R180...

QUICK! Pull the exhaust manifold and port the manifold to match the turbo turbine inlet configuration!

Depends on the location, KBR in Qatar has nicer facilities than most of the other large contractors there, but I was there in a civilian capacity, not military related. Much of the military stuff is farming guys getting out of the military looking to do the same job for more money...and it is. Then again, I'm in the 'Supervising of TCN' end of things at this point. My time in Qatar was spent on the weekend getting invited over to the KBR compound for the big BBQ and pool they had! Working for a couple of months at Dyncorp in Saudi back in the late 80's cured me of working for the benefit of foreign gubbmints military forces. I turned privateer bigtime after that little experience. Didn't go back for 20 years. "Never say Never"

I feel bad now for 'giving' my spare 240 sets away to people for $25 so they could have the proper patina on their period 240Z. I knew I should have hoarded them. I gave six pair away at that price. Had I held on to them (instead of only the last 4 sets I had---yeah I came with 10 sets...) even at half that price, I could buy a couple of containers and properly store my hoard securely!

Who gets his nose putty? I hear it works miracles when applied to bodywork. Turns a Fiat into a Diablo... WooHooo!(feelmyself!)

The Pre Ban F1 Turbo Cars were making 1500 to 1785hp (that anybody knew) from 1.5 Liters. Which was Benneton F1 back in the early 80's? BMW? You know the lead engineer for that team is a member here...right? Muahahahahaha!

Why on earth did DK get the tranny offers... This might explain Wax 'not accepting PMs at this time'!

Police Officer: "Your Car, I see (hesitates as he can't believe he's saying the word) underneath!" No Ticket Police Officer: "Oh, veeeeery speedy, no can clock! You have tail light out, you fix, O.K.?" No Ticket Police Officer (along with 20 other personnel with M16's pointed at me): "So that little display back there, that was you? What do you think this is, the Indy 500?" Wrong Response: "No, they go counterclockwise (make motions with my finger to explain it) I was going clockwise!" Escorted to station, got ticket. License Suspended 6 months because of 2 tickets in 90 days. Previous ticket was for (no lie) 15mph in a 12mph zone. (To be honest, the Z didn't get me the tickets, those were the "No Ticket Stories"---the car that got my license pulled was a 2L DOHC 76 Toyota Celica GT Liftback with an 18RG-R from a 73 GSS Corolla in it ... 145HP @ 6800 rpms) That Toyota was devil-posessed. I got my license pulled in it. I sold it to a guy that ended up getting kicked out of the service for antics he did while driving it. It compelled you to do stupid sh*t! His antic was better than my 5 minute smoking donut show in a vacant parking lot... He took off in a street race from a light where the cops were the first vehcile in the line stopped in crosstraffic. They had started in pursiut, but 'He was gone'... Till moronicus pulled a U-Turn at the next light and started dragging back in the other direction! Provost Marshalls took their van and jumped the center median to get him. Anybody stationed on Okinawa will know the main gate at Butler at 58 and the light at 330 bypass---just before the Naval Hospital, that's where he did his U-Turn... D'OH! I haven't owned a Toyota Since. My wife, btw, hated that car. Seems like every time she drove it something broke and left her stranded. But the Fairlady was rock solid reliable ("Honey, how fast is 180KPH?" WHY? "Oh, the Z just seems to get quiet and like running at that speed...") I blame it on demonic posession, Kijimunna...

Did I give the wrong Coordinates? Crap! Standby... 33 48.946N 117 14.351W The fields near Hong Kong and Macau I was in were at 22 42.388N x 113 38.987E METHINKS: Ye entered "E" when ye shoulda entered "W"... Which would, strangely enough, land you nearby the area you mentioned. I was staying at 31 12.274N x 121 23.899E (Grand Mercure Hongqiao) earlier last month! I've been out for close to 2 months, and if I could get finished here at 10 44.352N x 106 56.904E and head back to Muddy Murphy's in Singapore for a couple of days before one more week. Just one more week, and then it's homebound, and 16.5 hours on a plane to sleep sleep sleep! But use "W" not "E"... I'm still puzzled why I got two different numbers for the same spot, though... Look again. It's there. It's better than the rice fields! LOL It's obvious what goes on there, too! G-Tech Testing. LOL

I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money. I am not the Piston Ring Antichrist. Association with me will not cause you to blow head gaskets and sink your rings and cost you tons of money.

Like stated, Bernard, Big Phil, KTM, JeffP... Of the bunch, I think JeffP was making 460 or 470HP on a stock bottom end. He had the ported and cammed head, but the block and pistons were stockers. Detonation happened, test ended. On that one, head gasket let go. It was on a trip to my house that the rings got sunk...

That guy in NC is high as a kite! If he want's that much, how much should I ask for my NOS, never been on the car, ZERO MILE E88 that I got in my above mentioned previous post? One billion dollars!?!?!?!? The Craigslist Ad was apparently kosher, BTW. Head was sold. Even if it was only a run of the mill NEW head...that's not a darned bad starting point for a NEW never corroded L-Head I guess... I would have paid $850 for a NEW head unseen, before I paid $1000 for a Used 60K mile head with no cam towers!

I've see that before. A 383 dynoed at 244 to the rear wheels, it took another year or so playing with G-Tech and WBO2 to get everything dialed in and making 300+ to the rears.It's more than bolting it all together, unfortunately. Torque is probably pretty good, but to get anywhere near that HP, you will need to do some fine tuning.Disapointing, I know, but it's the way it is...

Old School Assymetrical Grind? Symetrical Grinds were the originals. The Assymetric was added many years down the road when people like Racer Brown did testing on valvetrain dynamics to find that opening and closing ramps contributed greatly to stability when altered from 'straight'... That's the thing about engineering, when you understand the theory behind things, you find that there really isn't much that is truly 'new', it's ALL been around for ALONG time, it's just inadequate command of the knowledge base (or consulting one in the wrong field) that is to blame for holdbacks and myths. If the design of the engine hasn't changed, and the original engineering was sound...there is little likelyhood that unless something truly 'new' has come around that the Old Method is going to give you any less power or be less effective than a new method. In otherwords, Old School when done and engineered correctly, is the ultimate, and nothing 'new' is likely to improve it. Metallurgy is about the only thing that has advanced since the engine was designed, cam profiling from 1970 is likely just as efficient as anything today. Note Sunbelt had 'assymetric grinds'---most grinders did, they were the 'new grinds' compared to most aftermarket stuff that was symmetric---and copied originally from a BMW Cam Profile from what I understand.

It's basic machining, there's nothing complicated about it. Punch the bores. Stick an LD in there. You get 2.9l SAME as with an L28 having an LD. I was just curious where the information came for such a definitive statement that the "L24 doesn't have the meat to bore to the stock L28 Displacement" Not if you are using an L24 crank maybe, but you stated you already had an L28 Crank. Cheapest thing to do would be boring to, and using stock L28 Pistons. Oversize L28 pistons if the sonic checking reveals a sound unshifted core casting. If it cuts through in a couple of spots...then it's liner time with standard size L28 Liners I guess. There is nothing complicated about this. But I'm still curious as to who says it can't be done because of boring limitations to stock L28 bore size...

You realize that the valve at the back of the J-Pipe is your boost control device, right? Failing having an external wastegate, the old systems like this would simply dump boost. If the thing is leaking, you get a terrible hissing noise...

That looks slightly bigger than my Cervo/Fronte---I think that is a later model with a bigger engine than the 74 and later 77 that I had. The Cervo was rear engined 550cc two stroke powered. When I sold that one (after boring it out to 660ccs and running a Weber 48IDA for carburetion!) I bought a brand new 1984 Alto, sold that two years later for more than I bought it for (dollarwise, thanks to the rising yen) and bought an 86 Alto Superturbo. Xander, you've seen me...can you imagine me in the car you had? How about one that was smaller? Really, any of the older Kei Cars from Japan would be ideal, and they are available ex-japan with LHD and anywhere from 800 to 1300cc small watercooled engines. Some of them are quite sporty! This is a later model than my Superturbo, but it looked similar. Mine had the (er...) decal and spoiler package. Hey, it had a Supercharger, AND a turbocharger, AND DOHC engine, AND would rev like crazy. I had it concurrently with the Fairlady Z! Nobody mentioned Hillman Imp yet, have they? YES, they do HYBRIDIZE IMPS!!! Guess what's wedged under the wrong end of the car??? Sad thing was there was a BMW700 in the junkyard fairly complete earlier this year, during MSA. Frank freaked when he saw it... We put a VW 1835 into a Fiat 850 when I lived back in Michigan...woo hoo! Technically, the Fronte I had was a Two Seater, and the Cervo of later years was a 2+2. Why the insistence of four seats? Is this for classification of 'production class' for some sort of racing?

The perfect G-Tech Testing Location: Google Earth... 33 48.957'N 117 14.377'W Flat, roadway is at least 2M below grade on both sides so no wind messing with you. Behind a sound wall to the east, and a railroad grade to the west. No other openings to roadway except on either end as seen from the ariel view, both visible from the....well look closely and you will know where both ends are visible from! Using the ruler tool, you can figure the rest out. And you pass a gas station that has 100 octane at the pump getting there! WOO HOO!

Absolutamente, amigo! El Boro perfecto, mas bustamondo bien, compadre! VIVA!

Can you whistle like a parrot after that 'errach'? I always liked the whistle better than the loud noise...LOL I figured it was a straight conversion error, just forgot it was inches, not metric. JPL missed mars under similar circumstances, you know!

I'd need to see photos and casting numbers to confirm the FIA head. Other than that...it is likely just a NOS bare casting. The LY and FIA heads for the 6 Cylinder were produced, neither of which was legal for competition in the USA, and neither of which was listed in the N/Comp Catalogs at the timeframe he is mentioning. All they had were E31's, E88's. ABOUT that time, Nissan Comp was clearancing a lot of stuff, and there was a rash of bare E88 heads that went out the door. I have one of those, they are the 'early' E88 with the smaller chamber used on 240's, not the 'late' E88 used in the 260's. For a working head as a base, it's a nice starting point. But do you really need a pristine new head to work from? Depends on how much you're planning on making. The new casting would be nice to port up and rework as there is no corrosion. But the head for serious work is just raw material, for big gains it's going to be welded, etc. And if you do it to one....you can do it to any of the others! It is new...though! There was a guy in the same area selling some L16 heads---IRON. ALL IRON. Made for interesting prospects when you consider what some studs, O-Rings, and that short stroke would be capable of under boost. And worries about overheating the alloy head? GONE!