Sean73

Is that really safe? I know a lot of people have done this mod, but visually, it does not look like the faux barb connection has much of a lip for the hose to grab on to. Sean 73 240Z Turbo

I got this from the E85fuel.com website: What are the differences in an FFV compared to a regular gasoline-only model? Are different parts used? There is only one major additional part that is included on an FFV - the fuel sensor that detects the ethanol/gasoline ratio. A number of other parts on the FFV's fuel delivery system are modified so that they are ethanol compatible. The fuel tank, fuel lines, fuel injectors, computer system, anti-siphon device and dashboard gauges have been modified slightly. Alcohols are corrosive. Therefore, any part that comes in contact with the fuel has been upgraded to be tolerant to alcohol. Normally, these parts include a stainless steel fuel tank and Teflon-lined fuel hoses. Doesn't look like it will work on our Zs without major mods. Too bad. Sean 73 240Z Turbo

Are you running 27 btdc at idle, or is that full advance? If it's the former, that seems very high. Stock is 20 degrees at idle. I think you should be able to run 14 psi with the right fuel pressure and timing combination. Sean 73 240Z Turbo L28ET, 8.8:1 CR, NPR IC, Z31 ECCS, 10 psi

I think 12-15 psi is way too much for the stock fuel system and stock fuel pressure. I don't think this level of boost is safe for your motor unless you have a wideband dyno to show otherwise. If you follow conventional injector flow formula, the stock L28ET injectors are only good to about 11-12 psi in the realm of safe A/F ratios. I don't know who told you the stock fuel system is enough for 15 psi, but they are wrong! Everyone that I have seen on this forum running that kind of boost (consistently), have increased fuel pressure, at the least. Knocking at 14 psi is not good, and could be potentially devastating. I think you should turn down the boost to about 8-10 psi low / high setting and see if the problem persists. If it persists at all boost levels, you might have a fuel delivery problem. Sean 73 240Z Turbo

I run a F54/P90 combo with flattops (8.8:1 CR) T3/T04E Turbo NPR IC 3" mandrel exhaust / 2.5" custom DP Z31 ECCS 5 speed, RPS clutch, 3.7 R200 I am currently running 10 psi, and the acceleration is insane. I light up the 225s easily, and 1st through 3rd gear is just a blur. So far so good, with about 700 miles on the rebuilt motor. I am going to the dyno before I turn up the boost any further though. Sean

it seems like everyone on Ebay is selling that same IC. I almost bought it as it looks decent. The measurements are there, so try mocking it up with cardboard first. Also, beware of the 3" inlet & outlet. Those are going to be a pain to work with, and silicon adapters are costly. Sean 73 240Z Turbo

I am running a f54/P90 l28ET with flattop P79 pistons. The CR is actually 8.8:1 (not 8.5:1 -- the pistons have a little deck height that causes this miscalculation). Overall I am very happy with my setup. I only have about 500 miles on my motor, and have taken it up to about 12 psi without any issues. The nice thing about the higher CR is driveability off boost. Of course I am being very conservative with boost, because there is not a lot of experience out there on this motor setup. After the break-in, I plan on taking it to the dyno for some real data, and hooking up some kind of aftermarket knock sensor. Sean 73 240Z Turbo L28ET, T3/T04E, NPR IC, Z31 ECCS

I think you could do a lot worse on intercoolers than the 996 intercooler. The 996 twin turbo makes 415 HP, so each IC is designed to take 207.5 HP. However, keep in mind that these intercoolers were designed for a tight space, on an air cooled Porsche. So I would think that a 400 HP Porsche 996 would need a much larger intercooler than a 400 HP Z. That 996 IC is about the same size as the small NPR, but it's bar and plate. If I could do it over again, I might have tried the 996 IC over the NPR. I almost bought one of those $200 bar and plates on Ebay (ie the picture that Frank280Zx posted). I think it could be made to work in a S30, but the 3" inlet & outlet might be difficult to work with. Sean 73 240Z Turbo

Jmortenson is right. According to the fiche, the 12mm ring gear bolts were introduced in 09/85 on all NA and Turbo Z31s. However, I suspect earlier Z31 turbos might have the 12mm bolts, but haven't confirmed it yet. Sean 73 240Z Turbo

That's no surprise to me. Flaws in the global warming argument are everywhere and have been for a long time. It's not politically correct (even within the ranks of "objective" scientists) to publicly question the validity of global warming. I thing most scientists privately know global warming is bogus, but fear backlash from liberal university departments, loss of funding, or loss of tenure if they express any doubt in global warming theory. The politicians that make the laws based on this false pretense simply hear what they want to hear, and use global warming as leverage for personal agenda. As a geologist, I have always doubted the comparison of 100 years of direct measurments, with 1000's of years of indirect measurements (that are very difficult to validate). Add to this the fact that the earth heats and cools on 1000-10000+ year cycles independant of human activity, and the recent 100-year "blip" on the temperature scale loses significance. Global warming also does not account for urban heat islands. Cities are hotter than surrounding undeveloped areas because of all the concrete and asphalt. You can appreciate this in Phoenix when it's 100 degree at midnight, but if you drive 20 miles into the desert, it's much cooler. Sean

Ok the spline count is 29 on the 88SE halfshafts Here's a pic: Sean 73 240Z Turbo

> uh... you can get new clutch type from nissan or MSA for under $800 >for 700 you could buy a Nismo Clutch Type... > I thought you could get a brand new clutch type for $500 from http://www.differentials.com Ok, let me explain the economics of this again with updated figures: $200 for low mileage JDM VLSDs on Ebay. ( I actually got a new one) $300 for remanufactured CV axles $215 for Modern Motorsports CV adapters. So that's $715 total. About the cost of a Nismo clutch-type, but I am also getting the CV upgrade with it (which I wanted anyway). The CV upgrade accounts for $515 of the price. So a Nismo LSD, + CV upgrade would cost $1215. I'll get back to you on spline count tonight, and maybe some pics too. Sean 73 240Z Turbo

Update on my VLSD project. Ok a couple of things I know so far: The 240SX VLSD carrier should drop into a standard Z long nose R200 case, so long as it uses the 12 mm ring gear bolts. As far as I know, the 12mm ring gear bolts came on all Z31 R200s after 09/85. The 240SX VLSD uses the same side bearings as the Z R200 (checked the fiche). 88 SE halfshafts snap right in to the 240SX carrier. I verified this for myself. I had a hell of a time getting them back out. Victoria British and some big-chain auto parts stores sell these rebuilt for about $130+ each. I've seen some write-ups that 240SX guys use the Z32 NA VLSD carrier sometimes to update their open diffs. Based on the above, I think the Z32 NA VLSD will fit in a Z31 R200. Now I am all set to go to do the 240SX carrier swap, and use the modern motorsports CV adapters. Now I need to find a 3.54 differential out of a Z31. This may seem like more trouble than it's worth, but the 240SX VLSDs and the Z32 NA VLSDs are plentiful and cheap. I could wait for years for a clutch-type LSD to show up at my local U-pull. Sean 73 240Z Turbo[/i]

Yeah. I run 19-21 degrees timing at idle, and the factory timing curve from the 84T ECCS.

Well I took the picture myself, and it is definitely comparing an 81-83 NA piston and a 81-83 Turbo piston. I removed these myself from the junkyard. I wish I would have shown the piston tops. If you look closely, indeed, the pistons are slightly different. You can see that the turbo piston has a stouter pin, and the pin height is lower for the turbo piston. (look how the skirts don't line up). This is because the P79 flattop piston has a little bit of deck height. A dished 280Z NA piston would clearly show thicker rings, and thinner ring lands when compared to these two pistons. Anyone have a picture? So, yes, the pistons are different. But I don't see why one piston would be physically stronger than the other if subjected to the same amount of abuse. The rings are the same size, and the ring lands are the same size. The deck height of the P79 piston may cause some extra heat, but I'm not losing sleep over it. I've run 10 psi in 105 degree heat, w/ no detonation on 91 Octane. I have to be a little more cautious with boost compared to a 7.4:1 CR motor, but I think my boost limitations are governed by the ECCS & fuel injectors, and not the CR. Sean 73 240Z Turbo

Here's where I am at so far. 400 miles on this setup. Breaking it in at 7-10 psi. L28ET F54/P90, Stock Rebuild P79 flattop pistons (8.8:1 CR) Deves Rings Clevite Bearings Fel-Pro Headgasket T3/T04E TurboCharger 57 Trim .63 A/R Exhaust; clipped turbine, .50 A/R Compressor Oil & Water cooled through teflon stainless lin es. Manual Boost Controller Saab Viggen Bosch BOV NPR Intercooler 2.25" mandrel plumbing, ceramic coated Hosetechniques Silicon Connectors T-Bolt clamps Engine Management 1984 300ZX (Z31) Turbo ECCS Z31 Harness modified for S30 body Z31 CAS, Chopper Wheel, MAF Ignition Crane PS60 Coil NGK BPR7ES-11 (one step colder) spark plugs gap .040 Custom Taylor spark plug wires Intake Custom 3" Intake Plumbing Mandrel Bent Stainless Steel Apexi Cone filter BOV recirculated modified N42 Non-EGR Intake Manifold Weber 60mm Throttle Body Relocated PCV valve Relocated Air Regulator Fuel OEM Z31 Turbo injectors; bench flow tested OEM 280ZXT Fuel Rail Mallory low pressure fuel pump (@ tank) Bosch high pressure fuel pump (@ fuel rail) Modified 240Z fuel tank w/ 3/8" feed and Custom Surge Tank Bosch Adjustable FPR Exhaust Ceramic Coated Exhaust Manifold 2.5" Custom down pipe, ceramic coated 3" Mandrel bent exhaust Summit stainless steel muffler Cooling Griffen 24x19 Aluminum Radiator Perma-Cool 16" electric fan Custom thermostatic fan controls Suspension Arizona Z-Car Sport Springs 180/200 Boge Turbo Struts All polyurethane bushings Drivetrain 5 speed transmission RPS Max-Series 2400 lb clutch 3.7 R200 Differential; Viscous LSD planned Planned: 300ZX CV halfshafts Brakes Planned: 300ZX vented rotors & Toyota 4x4 calipers (front) Planned: MSA rear disk brake kit Electrical 300ZX Turbo 70 amp Alternator Interior Autometer Boost & Air/Fuel Fully functioning R12 Air Conditioning New seat upholstery and seat foam New carpet OEM gauge cluster OEM Clock converted to Quartz movement More pics in my gallery: http://hybridz.org/nuke/modules.php?op=modload&name=coppermine&file=thumbnails&album=89 Sean 73 240Z Turbo

> uh... you can get new clutch type from nissan or MSA for under $800 Yes, true, but my budget of $1000 also includes new CV halfshafts and the adapters required to fit in an S30. Actually, I'll be able to do the CV/VLSD conversion for about $600, with almost all new parts, since I got the VLSD carrier for next to nothing.

I'm running P79 flattops with a P90 head and it works fine, with a static CR of 8.8:1. I'm running about 10 psi w/ an NPR IC in the AZ heat, and it doesn't seem to mind with the Z31 ECCS. I like having the extra bottom end for street driving. Of course, I can't run as much boost as a 7.4:1 CR motor, but right now, my boost limit is dictated by the ECU/injector limitations, and not by the CR. The only difference I can see between a dished turbo piston, and a flattop P79 piston is the dish. The rings and ring lands are the same size. It's the pre-81 NA pistons that are the weaker ones. Since you do have access to high octane fuel, and you're using programmable EFI, I think it's safe to bump up the static CR, especially since your HP goals are modest. Sean 73 240Z, L28ET, T3/T04E, NPR IC, Z31 ECCS

I will be using the viscous carrier out of a 240SX, 88 SS halfshafts, and the Modern Motorsports CV adapters. I'll swap the 240SX carrier into my existing open R200 (w/ 12 mm ring gear bolts). The 240SX carrier can be purchased all day long on Ebay for $100(used)-$500(new). The 88 SS halfshafts snap right into the 240SX carrier and are $90 each rebuilt (Victoria British). The CV adapters are $215. So, for about 600-700, I have viscous LSD with CV shafts (and new parts). I don't think that's a bad deal. I am not finished with the swap, but I did confirm on my own that the halfshafts will work in the carrier, so I take that as a green light to proceed with the install. Sean 73 240ZT

just be careful, it's the "all other factors being equal" clause that's important to keep in mind. the math is there as a guideline, but isn't always accurate when the rubber hits the road. I would invest in a in-care A/F meter. Even a narrow band one will at the least give you some warning sign of a lean condition. I use mine all the time. Sure, it's innacurate. But absolute accuracy is sometimes not as important as relative accuracy. I try to keep the lights in the middle of the green (rich) at WOT. If I make an adjustment, and the lights are in the yellow, I know something is wrong and I need to back off. I also get the immediate gratification of dancing lights (when the ECU is in closed loop), as a constant reminder that the ECU is getting all the right inputs. It's all moot right now for me, as I try to find the time to put in my 2400 lb RPS clutch. it's going to suck driving it for 500 miles to break in the clutch, that's going to feel like an eternity. Sean 73 240ZT

12 psi is pressure ratio of (12+14.7)/14.7 = 1.816 13 psi is a pressure ratio of (13+14.7/14.7 = 1.884 The percent change from 12 to 13 is 1.884/1.816= 1.0376 So, you need roughly 4% more fuel If you turn up the boost, without addressing the fuel, then your A/F will go leaner by 4%, all other factors being equal. Rounding up, and solving for fuel pressure: (1.04)^2 = 1.08 Ok, so I haven't read this whole thread (no time). But you need 8 % more fuel pressure to go from 12 to 13 psi, all other factors being equal.

When I first installed my L28ET with Z31 ECCS, I used the NA ECU for my first few test runs at low boost. It did seem very powerful at the time for the low boost (4 psi), but not a good idea for a permanent solution. The NA ECU knows nothing of boost, so it's going to meter fuel for an NA engine. If you don't want the knock sensor to pull timing, then disconnect the knock sensor.

Looks good, but too close to the turbo for my comfort. Safety first!

I ruined my stock Exedy clutch in about 300 miles at only 8 psi. Although, I did not observe the proper break-in for the clutch. I think if I would have observed proper break-in, it would have been ok. Now, an RPS 2400 lb clutch is going in. It set me back $370, but I hate changing clutches, and I'll pay a premium to not have to do it again.