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About Ironfoot

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  • Birthday 05/10/1984

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    Pittsburgh, PA
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  1. Ironfoot

    Ignition Control Options

    Ya that's a good point but if I'm reading this "black box" right it gives you a lot of adjustment and works with pertronix II.
  2. Ironfoot

    removing exhaust liners?

    The p90 is a sweet head, especially if you're doing a turbo engine since it won't require a custom manifold. Plus it flows well and has high quench. I lucked into a complete zx turbo on the cheap. Just had to dig it out of the woods with a backhoe. Haha
  3. Ironfoot

    removing exhaust liners?

    Don't get discouraged. I couldn't afford to pay for the experience I gained in my youth "porting" jugs too far or doing other things people said that I shouldn't in the glorious goal of going fast. That's why we're all here, stick with it.
  4. Ironfoot

    Ignition Control Options

    Hey guys where are we at on this black box? If there's a compatibility issue with the OE distributor and it's compatible with Pertronix; wouldn't it be easy and inexpensive to just drop one of their systems in the stock distributor? Pertronix Ignitor 1 and 2 have a solid reputation and their use has been well documented in the Datsun/Nissan community. I would be seriously interested in a modern and adjustable ignition setup that looks totally stock and cost under $300 all in. Also on the topic of distributor spark break-up, I had a 4th gen prelude si throughout high school and college which is a distributor type ignition and that thing screamed on the top end. Take it for what it's worth. Thanks guys. Good find.
  5. I would absolutely rock that. My bumper was in way worse shape than that. I glassed the holes, puttied the dents, and painted the whole thing with rubberized undercoating. In any case I'm sure you could sell it for more than its worth in scrap. In regard to your question I believe all of the 240z's had pretty much the same bumper. It wasn't until '74 and the 260z that the bulky 5mph bumpers were added.
  6. Ironfoot

    Wako 75S cam

    So that's what a steep ramp looks like! Haha
  7. Ironfoot

    Wako 75S cam

    I think I saw the same site. From what I can tell the lift for this Cam is .575", but they're kinda voodoo about the overlap/duration. I'm sure it's pretty extreme. I saw a previous post that said even the odd stateside distributors won't talk about it and the only videos I've seen of it running doesn't show it idling. I'm sure with modern stand alone efi you could make it reasonably drivable, but it's definitely a hot Cam. Good luck. If you get one let us know how it works out.
  8. Ironfoot

    Honda V6 Swap

    Is this thread still open. I have a j32a1 in an Acura tl. Also they made Acura j-series 6 speed in the type-s models, fwd of course but easy flywheel source. Haha come to think of it I have a 5 speed h series accord around here too. I agree these motors are bulletproof. Without noticing I once put a hole in the oil pan of my accord sliding into a ditch. After a walk, a pull, red lining it reverse, driving 3 miles home, and leaving it idle in my driveway for 10 minutes while I changed; I noticed the dummy light on and killed the ignition. There was not a single drop of oil in the pan or even on my driveway and I had bounced that thing off the Rev limiter (7,200 rpm) for at least 10 sec getting unstuck. The next day I threw some jb weld on it and filled it up with fresh oil and to my knowledge it's still running fine. Honestly I credit Lucas oil stabilizer and that H on the bumper for that So glad to see a novel idea and these engines getting some credit. They can't be that bad if they put them in the supercar that changed supercars, the NSX.
  9. Ironfoot

    My not so Fairlady Z...VH Swap

    Hey, love the 45, and your choice of color and bolt kit makes that thing look like it was pulled out of a jdm race bike or something. Spot on. I had a question about your brake setup, are those srt8 rear calipers? I ask because I broke a bleeder on my brother-in-laws srt8 jeep and couldn't believe how cheap you can get refurbished brembo 4-pots for and thought they would be a great size to up the s30's front braking power.
  10. I lucked out that mine came with a manual choke 390 however the cable wasn't hooked up. I suspect it's going to work well. I cleaned and rebuilt it but unfortunately the kit was for higher cfm 4160's, so I had to clean up and reuse the power valve and some other stuff. I also bought a stage 2 clutch with a 50% higher clamping force. When I bought the car it was seized so I changed the master and slave cylinders with no result. So I decided to give Plan B. a try and had my brother push me off the jack stands after I started it in gear. It was pretty exciting launching in the gravel and even more exciting was the throttle sticking wide open as I slide onto the tarmac. Mind you this is with no clutch and brakes that haven't made a revolution since 1982! Haha somehow I missed the bank and managed to kill the ignition before the needle on the tachometer snapped off. A testament to the mighty l-gata. Anyhow, do you guys think it's worth it to shave a little weight off the flywheel while it's out, or should I leave well enough alone?
  11. Ironfoot

    The Truth on Frankenmotors?

    Thanks guys I have a lot to think about. The sharp (thin) edges getting hot makes a lot of sense. I haven't decided where to go with the motor right now. I'd like to not destroy the factory engine so eventually I'll be purchasing a 28, but I figured if a head swap was worthwhile then no harm done. I guess we'll see how she runs after a good tune and go from there.
  12. Ironfoot

    The Truth on Frankenmotors?

    So with the right head and headgasket I can get over 10:1 with my l24? What is the main reason for detonation in the l-gata, and what internally can be done to reduce it, and how do sharp edges come into play? I would suspect the head design (non-crossflow), plays a part but let me know. I am aware that it is a problem with these engines and have been considering converting to E85 to overcome it if I go all out in the future. Even so I would like to get the compression as high as possible with pump gas. A more aggressive cam would help offset it as well, but what little things like grinding the plugs as mentioned above, can I do to alleviate this tendency?
  13. Good call, thanks for the input. Since I bought the car with this setup and my funds are limited it will be what I,ll be running, at least for the time being. I haven't driven one with SU's but the holley seems pretty good setup, and knowing that the '73 flat tops were not so good I'm glad it came that way. The only reason I would have changed it already was if I thought I was running lean at the ends but the cartech setup, though not the prettiest, pretty much eliminates this. I also read a forum in which a kid who daily drives an L28 4bbl tried pretty much every manifold and this setup was one of the best all the way around, beat only maginally by the AZC setup which I must admit is quite good looking. What I would like to know is the performance difference between the 4150 and 4160 holly 390cfm 4 barrels. The 4160 is what I am running now which has vacuum secondaries and a choke. The 4150 is a race only version double pumper (dual stage accelerator pumps), with manual secondaries and no choke plate. This is also known as the NASCAR carb since it was used to limit the cfm on v8 racing engines throughout the US in many applications. Because of this there is a plethora of companies selling high performance versions of this carb. I have read reports on other engines that there is a drastic difference in performance between the 4150 and 4160, so I would think it would be the same for the l-gata. If anybody has info let me know. It will be a while before I can dump a G into fuel delivery so no rush
  14. Ironfoot

    The Truth on Frankenmotors?

    Thanks guys, that would be great if I could pull those numbers. And yes I agree that the stroke of the L28 should in no way be the limiting factor of the engine as far a high red line is concerned or more importantly usable power at revs. Even the LD cranked strokers are still oversquare by definition. The main goal of my inquiry was to see if it was possible to get a nice compression ratio for little money by swapping some junkyard parts, and it seems very feasible.