PalmettoZ

I have seen Datsun parts advertising every since I started restoring my car back in the summer of this year. Since reading this thread I have heard many guys saying to avoid buying from him and lots complaining of getting ripped off. How can he have sold 4360 items with feedback rating of 99.5% ?? Is E-bay that easy to manipulate? Or are people who are getting ripped not posting bad feedback? If he is doing this many people wrong, I hate to see him get away with it.

Hey Whittie- Good driving skills, you worked your way right to the front there. How did you end up ? Car sounds really good too.

I feel embarassed to even have my car on cardomain website after looking at this guys work. Unbelivable, especially the trick exhaust flanges that he fabricated up. The window and roof mods look really really good, it totally changes the look of the car. This guy is giving Blue Oval Z a run for his money for fabricating skills!! Think what these two could cook up together...

Hey- I am currently building a 3.1L motor and have both and N42 and N47 head that I can use. I opted to use the N47 for a couple of reasons. Firstly, the exhaust difference in flow is relatively the same according to flow data posted by 1fastz on this website. The liners don't restrict the flow, although they appear that they would. For the intake side of the heads, the N47 head has a slightly different shape to it with a D shape in the port which helps with the torque. I built my N47 with new Stainless undercut valves and did an unshrouding of the combustion chamber at a machine shop. Also blended the ridges inside of the ports where the valve seat meets the port on the short side radius as well. I think that this is all that you would need for the street unless you want an all out racing head which comprimises low end torque for HP. I have not finished the build yet but plan on around a 290 duration with 480" lift cam. The second reason that I used the N47 was that it uses the internal oiling (a cam with holes in the lobes for lubrication) instead of the spraybar that the older heads used. My N42 has this spraybar and I am not that crazy about the design. Also for what it's worth I think it would be very difficult to remove the liners and since the data shows that it is not a restriction, why bother. If you want more info on it, search the N42/N47 threads.

Sorry if I came across as rude, it was not intentional.

Why don't you find out by asking them yourself? I just bought 12 of them for 30 some odd dollars from my local dealer here in Charleston. Nissan still has them.

Hey Tony D- I am having trouble with getting photos into the thread boxes, copy and paste does not work, and when I try to do a "insert images" it is not transfering over. There was a great photo of the block that went with the article and I wanted to post it with it but couldn't. I am hoping the that this engine goes thru for GM, more business for us. Things are really bad in the automotive manufacturing area at the moment. If GM goes under we will be in a world of hurt, thats for sure.

Here is a press release for this new diesel engine. Really state of the art technology in a diesel and built inhouse by GM. TONAWANDA, N.Y. - General Motors Corp. will introduce a new, state-of-the-art 4.5L V-8 Duramax turbo-diesel that improves engine fuel efficiency by 25 percent, reduces CO2 emissions by 13 percent and cuts particulates and NOx emissions by at least 90 percent for North American light duty trucks and the HUMMER H2 built after 2009. The premium V-8 diesel is expected to deliver class-leading torque, power and refinement while maintaining a significant fuel efficiency advantage over comparable-output gasoline engines. The new dual-overhead cam, four-valve V-8 diesel engine will fit within the same space of a small-block V-8 gasoline engine. This compact size is made possible by using integral cylinder head exhaust manifolds, integral cam cover intake manifolds and a narrow block. "This new GM light duty diesel is expected to become a favorite among customers who require excellent towing ability and fuel efficiency," said Tom Stephens, group vice president, GM Global Powertrain and Quality. "It will meet the stringent 2010 emissions standards, and it will be compliant in all 50 states, making it one of the cleanest diesel vehicles ever produced." Environmental benefits of the new engine include a 13-percent reduction in CO2 versus gasoline engines, and at least a 90-percent reduction in particulates and NOx compared to diesel vehicles today. This will be GM's first engine to use a selective catalytic reduction NOx aftertreatment system with a diesel particulate filter to help achieve the Tier 2 Bin 5 and LEV 2 emissions standards. Technical highlights of the engine include aluminum cylinder heads with integrated manifolding; a variable-vane turbocharger with intercooling; a Compacted Graphite Iron (CGI) block for a stronger and lighter engine base (compared to lower-strength aluminum or heavier grey cast iron); and fracture-split main bearing caps and connecting rods for a precise fit. An electronically controlled, ultra-high-pressure, common-rail fuel system is used, which has the ability to inject fuel five times per combustion event to control noise and emissions. "This new V-8 is not only a clean diesel meeting the toughest emissions requirements in North America, it also delivers an effortless performance feel because of its high torque across the speed range," said Charlie Freese, executive director of GM Powertrain Diesel Engineering. "It is also significantly quieter than other diesels on the road today, with noise and vibration performance approaching gasoline V-8 levels." Freese said the new V-8's compact size enables it to fit in the envelope of a gasoline small-block engine, which provides GM the flexibility to introduce this engine in a wide variety of vehicle applications should there be future market demand. The premium V-8 diesel engine is expected to deliver class-leading refinement, horsepower and torque and fulfill multiple vehicle applications with ratings in excess of 310 horsepower and 520 lb-ft of torque. GM (Opel, Saab, Vauxhall and GMDAT ) currently offers 17 diesel engine variants in 45 vehicle lines around the world. GM sells more than one million diesel engines annually, with products that offer a range of choices from the 1.3L four-cylinder diesel engine sold in the Opel Agila and Corsa, up to the 6.6L V-8 Duramax diesel sold in full-size vans, heavy duty pickups and medium duty trucks in the U.S. GM first introduced the Duramax diesel 6.6L V-8 in the U.S. in the 2001 model year and since then, customer enthusiasm for this heavy duty diesel has been outstanding. In fact, GM's heavy duty pickup truck market share has jumped nearly tenfold in the six years that Duramax engines have been offered. Diesel Power's Take: It's about time! While the 6.6 Duramax has plenty of fans, there have also been plenty of half-ton owners that would have loved a diesel option. It looks like they may soon have one, and a good one at that.

Tony D- Bosch did NOT buy Common Rail injection technology from Diesel Technologies in Michigan or move a plant down here. I work at Bosch in Charleston SC, and was on the start up team for Common Rail production here in 2002. This technology was originally bought from Fiat and refined for production in the middle 1990's. Bosch Charleston has been here since 1975, and currently produces gasoline injectors, ABS technology, Common Rail injectors for ISUZU and Cummins, and diesel unit injectors for Scania and Iveco. Here is a more accurate timeline of Detroit Diesel: 1938: The company was founded by General Motors as the GM Diesel Division. Its initial product line was the Series 71 engine family, this first lineup consisting of exclusively inline configurations ranging from one to six cylinders. World War II: When WWII broke out, DDC's two-stroke, lightweight, compact engine is in great demand for landing craft, tanks, road building equipment, and standby generators. 1957: Introduction of the Series 53 & Series V-71 engines.[dubious – discuss] 1965: GM Diesel becomes Detroit Diesel Engine Division. Also, the Series 149 is introduced, replacing the prior Series 110. 1970: General Motors merges the Indianapolis based Allison Division, maker of gas turbines and transmissions, to form the Detroit Diesel Allison Division. 1974: Series 92 introduced. 1980: 8.2 Fuel Pincher diesel introduced. 1981: Series 92 upgraded; renamed to "Silver 92." 1982: Detroit Diesel V8 engine is introduced in the Chevrolet C/K 1987: Series 60 introduced. 1988: Penske Corporation buys a portion of the company and together with GM spin Detroit Diesel Corporation off as a separate company 1993: Company completes an initial public offering (IPO), listing on the NYSE under the ticker symbol DDC. Series 50 introduced. 2000: DaimlerChrysler AG purchased the company, merging it with their MTU Friedrichshafen and Mercedes-Benz industrial engines businesses, creating the DaimlerChrysler Powersystems division. 2006: MTU Friedrichshafen, including the Off-highway part of Detroit Diesel in the USA, is acquired by the EQT investment group. A new company, Tognum GmbH, was formed as a holding company for the brands. The on-highway division of Detroit Diesel was retained by DaimlerChrysler (now Daimler AG) as part of its Freightliner Truck division. Both companies use the 'Detroit Diesel' name and corporate logo. 2007: On October 19th Detroit Diesel announced the DD15, a new heavy duty engine. At the press conference a new company logo was also unveiled.

Hey- Do you have a return line from the regulator that goes back to the tank ? Otherwise it won't work correctly and you cannot control the pressure.

You might have a short in your battery itself. If the water level is too low it will cause shorts in the plates and this can happen. I had a new VW years ago that had the same symptoms and this was the cause. If you cannot check the level, just try another battery in the place of the one in the car.

Hey- Try them out and you will see what you like. I have a S&W 44 magnum revolver and seriously looked at the glock 40 and the 9mm. The 9mm is very compact and holds more rounds, the 40 has alot more punch, as you probably know. Nice thing about the glock is that there is no safety on it. Plus NATO and alot of armed forces use them. Light weight with the plastic grip and body as well.

Hey Tony D- I didn't say that the head did not exist, I stated "I don't think there is a complete head out there that anyone wants to share info on, otherwise that info probably would have surfaced already". If someone has put alot of time and work into fabricating one up, with the idea of one day trying to produce and sell it, I can understand not wanting to disclose what they have done.

Hey Todd- I think it's great that you want to try to fabricate some rockers on your own, not much positive feedback coming our way on the post. If I had access to a mill I would like to play with trying to fabricate one. It's not rocket science in my opinion, and you can probably get schneider or even Webcams to grind you a roller cam with a base circle of your choice. I know that Webcams uses a nitriding surface hardening process on their cams, and they could let you know the rockwell hardness of that surface. I think that as long as it is as hard or harder than the roller you would be OK. The metallurgy is not that difficult to figure out. You might could take that Ford ranger rocker and fabricate one just a little longer, and center the roller under the cam to see how it looks. Probably you could use the roller out of that piece as well. It is a pretty close match to a Datsun rocker in size. I don't think there is a complete head out there that anyone wants to share info on, otherwise that info probably would have surfaced already.

Hey Tony D- You are right, talk is cheap and I am just babling. I think what I was originally looking for was if someone had used roller rockers from another cylinder head type (such as the Ranger) and would they work with a normal cam. Those questions are already answered, and no I would not want to pay 1500 for a cam set up or 3K for a complete head. Just flipping over rocks to see what is available. I haven't seen anything advertised for roller rockers for an L6.

Hey Todd- If you go to my cardomain site, there are pictures on the second page of the Ford Ranger 4 cylinder rocker arms next to a Datsun L6 rocker arm. I did not try these on the head, I don't really think that they will fit. I would like to find a source as well of someone who sells roller rockers and roller cams as a package.

I had a R5 turbo when I lived in Germany from 1988 thru 1993. This one has the Alpine fender flares on it, so I would assume that it is an Alpine version. Not sure of the differences between the regular turbo and the Alpine other than it was more bad ass. My R5 had a small engine in it, a 1.3 or 1.6 from the factory, I cannot remember anymore exactly. It only had 150 hp, but the car was light as hell. Didn't have the wide flares on it either. Also had Koni shocks and lightweight aluminum wheels. It would scoot pretty good around town, and had a very tight gear ratio in it. Top end on the Autobahn was not all that quick due to the low gear ratio's. It could accelerate 0-100 kmph damn quick though. I remember that it overheated alot, didn't like to be run hard on a summer day. Also it had a carb / turbo set-up on it, not very effecient. By the way, you aren't really allowed to have loud oversize exhaust systems over there, the DOT ( or TUV in German ) is pretty restrictive on what you change on your car.

Hey Tony D- Just curious, what do you do that takes you all over ? Your in Nigeria?

I was flying to Acension island on the C141 in the Air Force in a bad thunderstorm once when we got a lightning strike on the windshield frame. Sounded like someone took a sledgehammer and wacked it. After 2 missed approaches we got blitzed again, this time on the radome. I was really scared at this point, since we were down to our 3rd approach and no alternate airfield. The bad part is that we were straining looking out of the window to find the approach lights while this was happening. None of us were talking in the cockpit, and the female co-pilot was in tears after she got off of the plane. I thought I would see pieces of the radome everywhere when I did my walkaround inspection, but it was only small pinholes with burn marks. A real eye opener, never forgot it. I know what you mean about those stoms in the pacific, very nasty, especially in a C130. Bumpy Bumpy. On C141's we use to do air drops with paratroopers. Standard procedure was to pass out barf bags when they boarded the plane. Once one guy chucked the whole group started to puke. Smelling lovely at that point.

Hey Tony D- I don't think that aircraft radomes are made of plywood, they are normally made in autoclaves out of layers of fiberglass and aluminum honeycomb material for strength. It made have appeared to have been made out of wood with the splinters that you saw from the fiberglass. Plywood would never stand up to the rain and temperature changes (-2 C for every 1000' increase in elevation) that aircraft go thru. This type of fiberglass is brown in color and is used thruout the plane on panels.The radomes also have lightning diversion strips on the outside of them to give a path for the lightning to travel to the fuselage to try pass thru the aircraft. Normally ( I say normally ) on a lightning strike, it will make a small hole in the radom or foward section of fuselage skin and pass out of the end of the wings or tails. It has been know to blow the ends of the ailerons and wingtips off as well. Part of the maintenance check after a recorded strike is to carefully inspect these areas for missing sections. Sometimes (as you discovered in your flight) it will blow big holes in the radome itself. I was a flight engineer on 727's and 747's for 8 years, and have seen strikes, but normally they don't cause alot of damage.

I am building a 3.1L now as well and am in the same situation as you. I could only find a 1mm gasket awhile back. Since the pistons have a positive deck height of .6mm, I planned to take that much off of the top of the piston to give it a 0 deck height. I don't think its a good idea to leave it that close with only .4mm clearance. It would depend on how radical your cam is going to be as to eyebrowing your pistons. I am going with around 300 duration and .500 or better lift, so I think that I will need to put some relief eyebrows in the pistons as well. Check yours with some modeling clay to see how close you are. By the way, you can order these pistons directly from ITM at a really good price. They have a website.

Unbelivable craftsman. I cannot believe he is still married at this point. I actually had the chance to drive an older Countach a year ago. It had come thru a friend of mines body shop and the owner was cool enough to let me go for a spin. It was very difficult to drive. The clutch was an absolute monster to push in, very heavy. I stalled it 3 times due to the high gear ratio. I also had no leg room at all (little Italian guys, Ciao Bella) since I am 6' tall. Also you cannot see out of this thing at all. The only way to feel comfortable in traffic was to accelerate into a space rather than try to merge into it. But no problems with the acceleration with a V12. Since the motor is about a foot from your head, it sounds unf..king believable. Very addictive. I only got on it in second gear, but the thing goes like a scalded rabbit. Yes it hauls absolute ass. Very, very fast. And talk about a head turner, everywhere people would stare and point, also very addictive. Lucky enough to have had the experience, and won't ever forget it.

Hey- Do you have a fuel/air ratio gauge on your car ? If not, they are not very expensive to insall and the O2 sensor will tell you right where you are all the time in the fuel curve. I would recommend one with a turbo set up for sure.

Sounds really good, awesome exhaust. What duration and lift is that cam? Sounds healthy enough.

Life has the strangest ways of presenting challenges to us all. I think we all get tested in one form or another albeit either physical or mental obstacles thruout our lifetime. Try to dwell on the positive of what is currently going on with you, and not think of potentially what might happen during the surgery. Surround yourself with loved ones and get them to support you as much as possible. Find your inner strength to keep your head up and read some James Allen ( What a man Thinketh ). It might help.