michaelp

Searched all over, swapping my floor pans and the old ones are eh (the parts that are spot welded to the floor that you bolt the seat to.) Does anyone know a source for replacements or am I going to fab it? I know theres metal available for much of the rest of the car, but I havent found these...

Its been done, I think issues come into play like clearance for the intake manifold because the SOHC VG has a taller lower intake manifold, as well as the drivers side motor mount if you're using the VG30ET. The motor mount on the drivers side on NA Z31s is moved forward to make room for the turbo, but Z32s including the TTs use the NA VG style mounting, so a NA SOHC VG will bolt right in with no problems, but a turbo will not without using NA mounts...in which case you lose the stock location for the turbo. If you use a Maxima flywheel, you can use the Z32 transmission. The blocks are similar, but the DE has different oil and coolant holes, and the heads on the DE only use 8 bolts per head, while the SOHC uses 13 per head.

BLOZ UP and I both come from Z31 territory where the VG is proven. No one said it was necessarily cheaper, but its not much more if you can fabricate. And as I said, the VG is all over so if for some reason you blow one up you don't have to search the entire world in hopes of finding a replacement, you can go to any local junkyard and grab a VG from hundreds of vehicles to pick from. Also, the VG33 is a option to replace it with. The VG can make ~500whp on the stock NON-TURBO internals with 9:1 compression, not sacrificing out of boost drivability with a ridiculously low compression ratio like 7.4:1...

I just bought a Hitachi Black Gold drill bit for making the holes for the studs larger in my exhaust manifold flanges, seems to work good

Make tubular manifolds with a front mounted turbo where you saved all that space, get awesome exhaust sounds and fix the steering shaft issue in one shot

According to Nissan, the VG30ET is 80lbs lighter than the L28ET. Plus, the VG can be placed further back, behind the front wheels to promote better weight distribution towards the center/rear.

lol, Z31 300ZX - Moonshine running champion.

Excuse me? Those goals are more achievable with a VG with less work and less money...if it was in a Z31, the work part in this case comes with putting a VG in a S30, but doub't it'd be more money. If you blow a VG, its a lot easier to replace too.

So, today I decided to change my power goals. I have no use for 400-500whp, drag racing isnt my thing. I'm into auto-x and drifting, or just simply playing in the twisties...decided to shoot for around 300whp with a single upgraded T3, then focus on suspension.

Yupp, I'll be doing some work with all that. Not really sure, I'm expecting full boost no later than 3500rpm, but it may not work out how I plan. If it doesn't, I'll find some different turbos with a different turbine side but similar compressors for better spool, but it should support nearly 500whp.

The only 300ZXs that had vented rear disc were 5 lug, which makes it that much more difficult. You may be able to have the rotors re-drilled, but I don't see it being worth it. Plus, single piston should be plenty adequate for the rear of a S30, but if you want it you'll probably have to figure it out on your own. Look into getting custom brackets made? I don't think this is the right section for your question...

Current "Spec": 9:1 Compression A/B Series VG30ET Polished LIM Turbo 260cc Injectors Nistune with stock European Tune atm Walbro 255LPH 3" Turbo-back exhaust, mandrel bent /w no cat Z3R Springs, 300lb/in front, 315lb/in rear DXD Stage 2 clutch Custom FMIC setup with 2.5" piping Manual Boost Controller @ 11psi Intrepid Electric Fans Custom turbo inlet /w 3" K&N cone filter Conquest Wheels CHANGED MY POWER GOALS TODAY! To come: 8.9:1 Compression VG33E - owned Ported/Polished Upper and Lower intake manifolds - owned Ported OWO Heads (VG33 heads) - owned Z31 euro cams, or custom grinds 450cc Injectors (DSM) - owned Custom Tubular Twin Turbo Manifolds - owned Upgraded stock T3 3" turboback mandrel bent - owned DXD Stage 4 Multi-core radiator New FMIC setup CLSD Z32 Brakes uh..i had a bigger list at one point, i'll update later when I remember it all. VG30ET (9:1 CR - blown headgasket now due to overheating) VG33:

Can't hear the spool, or feel it on a stock 88-89 Z31T with a T25 @ 4.5psi...its just like a 205hp car that doesnt have a turbo as far as how it drives. But yes, post a picture of the engine bay.

Sounds cool...but I take it you've never driven a Z31 Turbo, let alone a Z32 or a Z31T running as much boost as a stock WRX does? WRXs are as slow as a stationary brick. STIs are impressive, but WRXs certainly aren't stock. lol

please delete...internet glitched.

My car is running perfectly on Nistune, I like it its very easy to use and does what I need as far as tuning it, including fuel and timing maps, rev limit, cold start enrichment, etc. A few have had issues with it disconnecting from the laptop, but I haven't.

please delete

Yeah, I'm probably going to buy new rockers, but you'll be fine with cutting out the rust and welding in new metal, it'll definitely be stronger than your rusted part. We did it one a couple Z31s, was solid enough to lift the car from.

The turbo injectors are 88 or 89 turbo, then, not 84-87. NA or Turbo 84-87 injectors should be low resistance (~5ohms) If the JWT ECU is programmed for NA though, not turbo, you can't use it anyways. NA uses 180cc injectors, if you're using turbo they're 260cc (idk where the JWT guy you talked to got 185, but they're 180...) I would suggest Nistune with some 450cc injectors just to play it safe, then you can run a smaller pulley on the SC more safely too. DSM black or blue top injectors are great 450cc's for the Z31. You will need aftermarket fuel rails, or 84-86 single-feed fuel rails though.

Winter sucks

Do you know what year the JWT ECU is for?

Both are pretty usable and have basically never been run on, they're just old. I took a piece of sand paper and both seem like they'll clean up well, which is what I'll do then coat them. Was thinking about using the MSA header, and I'll probably sell the other one. On a street car gains are minimal, even with triple webers, 10.4:1 CR, ported head, and a cam in a L28?

So, I finally pulled the head off the 45,000 mile L26. I've confirmed its an EARLY 260Z based on a ton of evidence I've found, even though I was told its a late. It has the early front turn signals, and flat-top pistons. Later 260Zs had 280Z front turn signals, and dished pistons. And as far as pulling the head off, it explained a lot of things. The cylinder walls are rusted badly, and well...i'll let the pictures explain the other part. I'm still not sure what this is: I put the passenger fender off my other '74 on it, and since it had to go outside for a little while I primed the spots I had sand blasted. I put a lot of the interior in and cleaned it, carpet needs vacuuming. Just trying to confirm its all here. I'm not sure which header I want to use, the top one is a MSA header and the bottom is a pacesetter, both have 1.5" primaries.

I'm looking for an HX35, in good condition, shipped to 13146. LMK what you have.

Pulled the fender and inner fender off: I decided to stick with my NA L, and began taking it apart to swap in the L28 This guy was hiding (dead for a long time) in my frame rail, where it appears a small rust hole has developed?