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About JFPW3097

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  1. JFPW3097

    '71 240Z

    Can anybody recommend a head gasket as well? I've searched but most seem to be for the L28.
  2. JFPW3097

    '71 240Z

    Pretty set on the CD009 as the kit from Hoke Performance I've only seen and heard good things about, and the cost is good considering what's provided, in my opinion. Lots of development work has gone into it and it'll save me a lot of custom fabrication and machine work. I've found a supplier for a CD00A, so it'll be a fresh gearbox, no synchro issues and paired with the adaptor kit it should be a real clean setup. Maybe overkill, but that means I'll have no worries of it failing on me... Fingers crossed. I'm sticking with the L24 as I'd prefer to keep what I've got, I see no reason to get rid of it. It's the original engine, it worked and ran last I checked and seems in pretty decent condition so why get rid of it when I'm not looking for big power. If it turns out that the head and/or block are no good, then I'll look into an L28... But finding parts in the UK isn't always the easiest of tasks. Plus I don't have the space to keep a spare engine lying around, and selling it is just hassle I'd rather save myself from. But yes, swapping to an L28 would make sense. But if I bought a car to make sense I wouldn't have got a project car, let alone a 47-year-old one haha!
  3. JFPW3097

    '71 240Z

    Will daily drive it mainly but it will see a good few track days as well. Since I posted this I've had a rethink and will either stick with the L24 crank or find an L28 crank and use L26/28 conrods. L28 crank, L24 pistons and L26/28 rods (130.2mm) would give a 9.86:1 CR. I've drawn up some custom conrods on CAD (130.35mm) only a small difference, but that would give a 10.021:1 CR. In short, I've decided to build an L26 haha. The LD28 crank is too rare and expensive, rather put the money elsewhere on the build. My power target is between 200hp, anything over that is a bonus, not 100% what that would translate to in RWHP, but that's the aim. Other plans for the build, CD009 6-speed transmission, with the Hoke Performance 6-speed adaptor kit to match, along with their crank sensor. Got a Nismo 4:1 2-way VLSD from an S13 downstairs which will eventually make its way into the car as well. All suspension components will be from T3. Lots of work to be done, and lots of ideas to test and implement!
  4. JFPW3097

    '71 240Z

    I am currently stripping my '71 240Z, and have it mounted on a rotisserie where I am media blasting the car as best I can. In the meantime, I have been researching more and more into what I'd like to do with the engine. It is the original engine, matching numbers, E31 head, P30 block etc. When the time comes I will be taking it to a local machine shop and getting their advice and guidance, however, I am looking for some second opinions for future reference and pointers in case there is any new information I've missed on the forums. - Cylinder head ported and polished, larger L28 valve seats fitted - Camshaft undecided, but will be upgraded (possibly Schneider?) - Valves, DSI big valves - Jenvey ITB L28 kit, to run with megasquirt COP setup - L24 conrods - LD28 crank - Custom L24 pistons, pin height lowered from 38.1mm to 33.4mm I am looking for a 10:1 CR or higher, using the OZDAT calculator (with 1mm HG) the above setup came to 10.420:1 CR, and 2.694L . I am aware of how difficult and expensive LD28 cranks are to track down, and the cost associated with custom pistons. I know this will cost a lot of money, and that going with an L28 would be a better choice, however, I am not so... Simply my questions are: - Would this setup work? (pretty sure it would from my research) - Live in the UK so will run on 97 or higher, would this cause issues? J
  5. JFPW3097

    1973 240Z, L24 questions

    No worries David, Managed to find the Mangoletsi manifold. When the time comes I will definitely be contacting both Mangolesti and the guys at Jenvey. Thanks for the pointer in their direction, really love the look/idea of having this setup. Mangoletsi manifold and the Jenvey throttle bodies and linkages will make for a pretty awesome setup, I hope! Easy as well since they're both in the UK haha. Also like you said the Heritage series gives me the old school carb look with EFI technology, which is what I wanted. So massive thanks again! -Jamie
  6. JFPW3097

    1973 240Z, L24 questions

    Hi David, Thanks for the pointers. Very useful! Only found an Australian site selling the Jenvey's Heritage Injection setup, however on Jenvey's official UK site they said deliveries start Jan. 2017, so I assume this is a new product? 42mm is the ones I'd be wanting, could anybody confirm if I'm correct? Struggling to find somewhere that is selling the Mangolestri manifold, though. Found it on their official websites with a pdf specification file. -Jamie
  7. JFPW3097

    1973 240Z, L24 questions

    Oh really? I'll have to have a read into other posts when I get the time. Thank you for the links and explanation, very helpful. Currently just working out funds to get my 240Z, hopefully, will be here by June if things go to plan!
  8. JFPW3097

    1973 240Z, L24 questions

    Thanks for the reply. Sorry, I meant too small haha, wrote it in a bit of a rush. Definitely will look into the books you've linked, and when the times comes speak with Datsun Spirit about the pistons, as that was my main question/concern. For the whole build itself, I basically want to strip down the car down completely, get the body cleaned up and repainted; and work from the ground up. Keeping the originality of the car by sticking with the original N/A L24, but bringing it more up to date with an EFI setup if it's a possibility, or ITB's if not. I want to install more modern, stronger and lighter components such as pistons, connecting rods, valves and a lighter flywheel. Make the engine as light and free revving as "possible." Somewhere in the region of ~250hp, maybe ~300NM of torque, still deciding on power and torque. For the rest of the car, I'd like to strengthen the chassis, and more or less update all the suspension components. Full coil over setup, front and rear lower control arms, moustache bar, axles, bushing etc; Wider, front and rear track, tyres and wheels. There's a lot I want to do to the car, and lots that will need to be done so I won't drone on. I basically just want to bring the car more up to date or modernise it you could say. Clean it up, update it, but keep as much of the originality of the car as I can. It will be used as a weekend car and will see track use. As for other ideas I've had, they're more aimed towards the chassis and interior side of things rather than mechanical haha! Hope you have a slightly better idea where I'm going with my car. It probably sounds mad, but I'm determined to stick to my build haha! Thanks again for the information and links, it's much appreciated!
  9. Hi, I'm new to this forum, and also new to the world of Datsun's! Been looking at getting a 240Z for about a year now, and desperately saving to start my project car. I've got a good idea as to what I want to do to the car, and a lot of new ideas I don't think have been tried or done before. About 4 months ago I started as an 'Apprentice Automotive Engineer' at McLaren Automotive, so my mechanical and general knowledge of cars is strong, however, I'm still learning and I want to use this car project to help broaden my knowledge and skills. I'm fairly familiar with prod. numbers for parts, such as engine blocks and headers etc. But bare with me as I'm still learning, haha! I know people will recommend that I use an L28 over an L24 for power gains, but I'd like to build the car around the L24. I've found a car with matching numbers etc. which I'm going to see in a few hours, to see what I'm saving for! I want to completely strip down, clean up and rebuild the L24. A few parts I've seen online and am interesting in installing into the L24 are: - Super lightweight pistons: https://datsunspirit.com/shop/dsi-l28-forged-pistons-for-use-with-l28-size-rods/ - EFI, or ITB's: https://datsunspirit.com/shop/itb-setup-for-l6/ Now the pistons I've found if I'm correct will not fit into the P30 block as the bore is about 3-4mm too big. Is there anyone else that offers lightweight pistons that would fit the P30 block, with an E88 head? If so, are they worth it or would the stock pistons do a good job if cleaned up? Finally, ITB's or EFI. I'm not too keen on running carbs, and therefore looked to ITB's. Would these fit onto my theoretical L24 setup? I haven't seen much in the way of EFI on an L24, so if anybody could point me in the right direction that would be much appreciated. If anybody could also tell me what the ITB's are like from experience that would be a massive help. Like I said, I'm still new to this, but I'm incredibly willing to learn and any experiences or information is much appreciated. There will be more questions in time, haha, but for now, those are just two subjects I'm researching and would like more information about! Cheers, Jamie