jgkurz

The CF Dual Friction is a decent clutch if it's kept within the guidelines of it's specified rating. At least that's my experience. Most of the turbo L6 crowd easily surpasses the capability of the CFDF with minor mods. John

280ZForce, Thanks for info on the H3B. I have seen see the thread from the Yahoo group but the turbomaster link is new. I wonder if Holset ever released a compressor map for these turbo's?

Hey folks, I don't want to hijack this thread but since we're talking about Holset turbo's I thought it might be appropriate. I have a project Z that uses an older Holset H3B turbo. I know this is an extremely large turbo but just go with me on this, details later. I'm unable to find ANY info on the turbo. I can't swear the model # is correct but I'm reasonably sure. Supposedly the turbo came off a Cummings 300HP 855ci diesel. I've done the typical Google search but nothing relevant comes up. Any ideas where I can get some real infomation on this turbo? Thanks! John

Justin, I had a Spec 323 in my Z, broke it in correctly and had similar problems as many of the folks on this thread. The people I dealt with a Spec were extremely nice and willing to help. Unfortunately that does not make up for a product that is in my opinion under engineered. The best customer service in the world cannot make up for a part that repeatedly fails. Thank you for taking the time to post on the forum. It shows you are genuinely concerned about customer satisfaction. I would humbly suggest that your efforts be spent with the designers to figure out why many Z folks don't get near the torque rating or longevity suggested by Spec. Respectfully, John

My fiancé has one, no kidding. I'm considering a pre-nup that requires selling of said car/truck/van or whatever it is prior to the wedding. I'm not sure I want to have my good name attached to such a vehicular travesty. I do have to admit one value. It's the only car I've ever seen has enough BLING that no teenager would want to add a body kit or wing... Boy am I in for it after she reads this post... John

Thanks Paul. I hoped for just a short answer and got so much more.... I'm off to study my "How to Modify Your Nissan/Datsun OHC Engine" and "How To Hotrod & Race Your Datsun" John

Paul, As usual, I learn a lot from your responses. Thanks for taking the time to enlighten us. Couple questions. 1) If an aftermarket cam is installed with the incorrect lash pads would it also have an effect on the engine's HP/TQ characteristics? An example might be a cam that was ground from a new billet which was then installed with the stock lash pads. I would assume, maybe incorrectly, that the wipe is close to acceptable. I'm wondering if I could get more out of my cam if I installed lash pads based on proper measurements. 2) When you are measuring for the proper lash pads have you seen a need to install unique lash pads for each lobe or do you installed twelve of the same pads? Thanks, John

Anyone know if the 88-89 300ZXT R200 Clutch LSD was a two pinion or four pinion?

Well I finally did it. My Datsun N/A 5spd let go yesterday under high boost. I was in 5th gear and all I heard was a zing then a rattle followed by a random grind.The car was pulling really strong then suddenly free rev'd. I put the clutch in and shifted successfully to 4th and made it home safely. Close one.... In my mind I have two options. I've already tried the Borg Warner T5 and didn't care for it over the Datsun T5. I could pay the 3500.00 and get the bullet-proof G-force T5 or I could adapt the Z32 tranny as suggested in this post. The Z32 trans would be my first choice since it's quieter and should be a little cheaper. I'm looking forward to trying out the new adapter when it becomes available.

Words cannot express how cool that video was. Hans Stuck is "The Man" on the Nuerburgring.

Scottie, I really don't have a horsepower goal in mind. I definitely want more low end torque than my L6. I also want to do something unique. I realize the cost for the project goes up substantially with turbo's but so does the horsepower and WOW factor. Plus I can't see myself being satisfied with just a N/A car these days. I figure I could get a streetable 450-500HP from a 427 stroker and 550-600HP if I go with twin turbo's. As was my goal with my L6, I want an engine that has street manners but with enough power to keep me entertained. The Dart alum block may be the part that I change to save cost. I'd like to to keep the setup as light as possible, but the initial expense and machining of an alum block may be a budget killer. I'm not a person who thinks I'm going to get 800HP and spend only 5K. Like SuperDan says... You can have it done:1. Fast 2. Cheap 3. Reliable. Pick any two.

Thanks TomsCoupe! Great info. Let the research begin...

Hi Ford Fans, Normally I hang out with the L6 bunch but it's time to start thinking about a new project. When contemplating a V8 swap most folks go with the GM LSx engines. I, on the other hand, would like to do something different. I may change my mind, but I think I would like to try a 351 Windsor SBF with twin turbo’s. Dart makes a decent alum block but I’m still unsure about the cylinder heads. Maybe Edelbrock or Trick Flow. I may use a carbureted manifold converted to EFI or possibly a Trick Flow EFI setup. In the SBF crowd is the Trick Flow stuff considered quality or should I look elsewhere? Are there any turbo kit’s available for the Windsor engines? It would save me a ton of fabrication if I could get the turbo headers, down pipes and intake plumbing rather than to start fresh. Thanks!

I'm going to give this actuator a try. The sweet thing about this unit is I can change the springs out like an external unit. Since I ported my wastegate hole I can't seem to keep stable boost above 13 psi. Actuator: http://www.forgemotorsport.com/content.asp?inc=product&cat=0001&product=FMAC048 Springs: http://www.forgemotorsport.com/content.asp?inc=product&cat=0019&product=FMAS048

Hi Folks, Has anyone posted to the timeslips page recently? http://forums.hybridz.org/timeslips.php? I posted about a week ago and it doesn't show yet. Do the moderators have to approve the slip first?

Thank you for the compliments olie05. The wheels are model 505 made by HRE. The offset allows me to run 225/50-16's on the front and 245/45-16's on the rear without rubbing. Personally I think they look like the old Ferrari 308 or F40 wheels.

Will the 200/225 springs with Tokico's Illuminas on setting 1 be stiffer than stock or similar to the factory ride quality? Just curious...

My cost for everything new was about $450.00. I've had the cam in for about a year. It is in perfect condition. Email me with an offer. jgkurz@yahoo.com Thanks,

I can testify that with my Scottie 2.5" downpipe I made 360RWHP and 427RWTQ. With better tuned AFR ratio's I think I could have made more. My turbine housing is a Nissan .63 with the 10-blade stage V wheel and a 2.5" outlet. I believe I can gain a few ponies by transitioning to 3" right off the flange so my whole exhaust is 3" mandrel. For me it might be the difference of 15 RWHP. That's only my guess.

Private Message in your HybridZ inbox

Pete Z Racing, You have a PM.

The downpipe looks like a well made piece. Can you make one in 3" for 280z with a 5spd?

Let me know if I can offer any help while you are getting your systems up and running. Good luck.

I run a modified internal wastegate and although it's not nearly as good as an external wastegate I think it does an acceptable job. I enlarged the port, installed an electronic boost controller and modified the original mount for a higher pressure actuator. Take a look at these. http://www.turboengineering.com/miscellaneous_accessories/actuators.html