Devilcat

1fast z: Did you have a big warping issue with the twin cam L28 head(s)? Numbers, doh! found it. Props for the eye candy. http://bandmzcars.com/completedfrank2008.html

You are correct Drax240z, also a 1958 3.0 L6. HS30-H brought up the point again that I was pointing to in that the L can take a lot of HP. defrag010 has a good post under 3.4L L28 stroker and as always 1 fast z have the head work covered. My apologies to all that I have bothered by quoting half lies and mostly true stuff. The media always tells the truth and that's why I like picture books.

You are correct because the Mercedes is a 5 cyl engine. http://remanufactured.com/_borders/300D3.jpg Word. What word? You know, Word.

The Merced heads will not fit, even if you could find one. The block came from a diesel so there is a lot of cyl wall to bore. As far as the "Price L series" line that comes from Mr Ks book, sorry for the bad resource. Be warned HS30-H I have a dead Welsh grandfather that haunts. "Better to live a short full life as a smartarse than a long dull one as a dumbarse". - AC Ellis

Those L28 race blocks had some big cams somewhere around 300+ duration, all the head work and path shaping. If you look at the exhaust on a moto-cross bike you will see the bulging out for expanded gases helps vacation. Most speed shops have good head gurus but in iron or thick domestic aluminum. The other thing was coatings, every where. Now days the coatings tones better and will help even more with the friction loss. With the right combo you can reduce the friction loss in the engine by 2/3s and about in 1/2 in the tranny and diff. Knowing that the Prince L series block attained by Mr K was based off of Mercedes diesels helps with the CR PSI.

1) I liked the drag car video 2) If any one was reading along with this thread and were thinking of improving their rims(eg:wider tires) there are parts to convert to a 5X4.5 bolt pattern for more rim options in the width department by changing out the hub. This was not intended for the current member who already has the rims. I hope that clears things up and I will try and stay away from Englishe literature and olde world spelling. Blame my mum for that.

I replied for the below reasons 1) I wanted to show my appreciation for the video embed. 2) If some one else out there was looking at this thread and was thinking of dropping in some rims that there are product out in the world that could give even more choices for rims with out shims. I figured you all were on the correct path and was passing on this type of info for future projects.

Homer says :ahhaghahghahghag zzzzz caaaaaarrrrr!" To the subject, I know of a guy who came up with chro-moly 5 bolt hub. I will see if he has any and what his retail price is. Good old 4.5X5 thank you mopa..General mot...General Mopar...Deadpar. Its no fun with the big 2, the K car saved but it was a BCD. Remember don't chrush them restore them.

Hey BRAAP, There's a guy in Clearview, Washington who fixes the Keith Black Alum blocks. He can take 2 broken Mopar 360s and merge them into a V12 easy. He does several a year. Try HP:570 Lbs:615 NA. A turbo with 10 PSI gets about HP:1150 Lbs:1321 but only the weight of a 360 block and the power of a freight train. Dad can I use the credit card to get "pizzas"...

That there car looks good now boy and it all ties in well. Glad the hear that the ride has no degradation and perhaps a improvement.

Even if the internals are weaker I remember a thread taking the gut out of a RB25 trans to fix that. Thanks for the add on the 480cc's, perhaps there is a slit veriation on the S15 not as yet known. The s14 and S15 share the same turbo to that's a nice thing since, as you said Z2000 its a good unit. I noticed a typo for the S15 turbo and it should be: Garrett T25: 0.64 A/R Exhaust, 0.80 A/R T04B Compressor.

It is that there is a lot that comes in to play when repairing a head. The pitting around the valve opening is not a harsh as it look but it will take a skilled hand to restore this head. If you have not done this type of TIG welding then I believe we all would recommend taking it to someone who knows this type of work. At least its not cast iron, that's even more delicate. Just take the time to call around the local Nissan clubs and you will find a special person to help. Good luck

Every one looks for this crap to arm chair build. If you got more dump it here. 1991-1993 S13 Silvia & 180SX 202 hp @ 5300 RPM 203 lbft @4000 RPM Garrett T25: 0.64 A/R Exhaust, 0.80 A/R Compressor. High port head, 370 cc/min injectors, red valve cover. 1994-1998 Sl3 180SX 202 hp @ 5300 RPM 203 lb/ft @ 4000 RPM Garrett T25: 0.64 A/R Exhaust, 0.80 A/R Compressor. High port head, 370 cc/min injectors, black Valve Cover, Flat on top. 1996-1998 S14 Silvia 217 hp @5000 rpm 203 lbft @ 4800 rpm Garrett T25: 0.64 A/R Exhaust, 0.80 A/R T04B Compressor, ball Bearing, Low port head, 370 cc/min injectors, VTC Variable intake Cam, Black Valve Cover with a hump that peaks at Cylinder No .3 1999-2001 Sl5 Silvia 247 hp @ 5400 rpm 202 lbft @ 4800 rpm Garrett T28, ball Bearing, 0.64 A/R Exhaust time, 0.60 A/R T04B Low port head, VTC Variable Intake Cam, 444 cc/min ejectors, better materials in turbo and better waste gate flow design. Black Valve Cover with a hump that peaks at cylinder No .3.

Hey kids, Here are some power facts and mostly JDM too. Oh to have had this off the factory floor. 1991-1993 S13 Silvia & 180SX 202 hp @ 5300 RPM 203 lbft @4000 RPM Garrett T25: 0.64 A/R Exhaust, 0.80 A/R Compressor. High port head, 370 cc/min injectors, red valve cover. 1994-1998 Sl3 180SX 202 hp @ 5300 RPM 203 lb/ft @ 4000 RPM Garrett T25: 0.64 A/R Exhaust, 0.80 A/R Compressor. High port head, 370 cc/min injectors, black Valve Cover, Flat on top. 1996-1998 S14 Silvia 217 hp @5000 rpm 203 lbft @ 4800 rpm Garrett T25: 0.64 A/R Exhaust, 0.80 A/R T04B Compressor, ball Bearing, Low port head, 370 cc/min injectors, VTC Variable intake Cam, Black Valve Cover with a hump that peaks at Cylinder No .3 1999-2001 Sl5 Silvia 247 hp @ 5400 rpm 202 lbft @ 4800 rpm Garrett T28, ball Bearing, 0.64 A/R Exhaust time, 0.60 A/R T04B Low port head, VTC Variable Intake Cam, 444 cc/min ejectors, better materials in turbo and better waste gate flow design. Black Valve Cover with a hump that peaks at cylinder No .3.

If you going N42 then you can go out a bit. When you weld that head the best way is to stress mount it first to avoid structural deformation (warped head). Too much heat will kill no matter what (mostly). When you TIG the head, make sure you don't cheap on the aluminum rod and keep the gas pressure up. For the cleanest weld cold dip the head and clean with starter (eather) fluid and then wash with mild detergent and then water.