Arif
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Posts posted by Arif
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Morgan,
I have the complete SDS system and it does everything I need it to do. Like someone else said earlier it doesn't have the data logging capabilities but you get the best bang for the buck with this system IMO. You would be better off with the P90 instead of the P90a. I went with the P90 and it flows pretty well. A lot of people have told me that the P90a's hydralic lifters are a pain to mess with. I talked to James T. when I was deciding on what ratio to run. He said 8.5:1 was better suited for a full race turbo motor, so I would figure that 8.7:1 would be on the high side. I went with 8.0:1 if you were wondering. Just my .02
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I agree with Mike. When I did the swap on my 78 I used 300ZX vented discs and I think that was the key to improved braking. I also used the 280ZX master cylinder and it bolted right up with no mods needed.
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Stony,
That is one bad set-up you are gonna have. When you get back to the states you will be a rare bird with that monster. keep us posted on the swap.
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I just swapped out my 3.54 diff for a 3.7 LSD and I always thought the higher the gear the lower the top end mph you make? Is this correct with all other factors remaining constant? I know that mpg will suffer a bit and I'll have a better take off but what other things should I expect with this LSD?
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I took my LSD flange into the driveshaft shop and they matched up a yoke onto the driveshaft. They didn't put the part number on my receipt, but it was about $75 to modify the driveshaft. BTW that was a good deal on that LSD wish I had a pick and pull around here.
[This message has been edited by Arif (edited November 05, 2000).]
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Clint,
Actually it wasn't your page. My car is a 280 however like I stated earlier it was an automatic (r180) from the factory. After dropping in the LSD the only parts that actually needed to be swapped was the halfshafts with u joints and diff cover if you plan on using the large capacity LSD cover. Not all R180 need to replace the additional parts. 240Z I guess have different hardware.
[This message has been edited by Arif (edited October 30, 2000).]
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Scottie,
I was not refering to you. I had read a "how-to" post on another web site that stated all the parts I would need to do the swap. It was inaccurate for my car atleast and I just wanted to let anyone else doing this swap to check the parts on their car before spending hours in a junk yard buying parts they don't need. Sorry if you thought I was talking about you.
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Lesson learned.....
I have a 280Z that was a automatic until I swapped it for a 5spd tranny. I was told that I had a r180 diff. along with all the normal parts you would have to replace when installing a LSD. After spending 3 hours in a junk yard pulling parts I thought I needed.
When I got home and compared the front diff mount, rear transverse link mount and companion flanges, they were all the SAME!!! Seems like (my car atleast) the only difference between the r180 and r200 were the diffs. All the other parts were the same. Thank God I didn't remove those companion flanges. Anyway just food for thought for anyone trying this conversion with an auto tranny 280Z. I should have it back together tomorrow minus the rear brace since I decided to keep the large capacity cover.
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Mark and Glenn,
Did you have to drill any additional holes to mount the brace?
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Does anyone have a set of R200 companion flanges for sale? If so please email me.
Also does anyone know of an easy way to remove the R180 flanges?
[This message has been edited by Arif (edited October 28, 2000).]
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Here's the webpage as well ...http://www.kaynor.net/v8-240z/
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Morgan,
The R180 flange WILL NOT fit onto the splines of the R200 LSD. I tried it today since my car was originally a automatic 280Z which came with the R180 stuff (flanges, u joints, etc). I decided to use the LSD flange and modify my driveshaft to accept it. Let me know if you have any other questions.
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I used a t3/t4e garrett turbo on my L6. I think it's more important to get a reputable shop (Majestic Turbo, etc.) to build one to your specs rather than looking for the best brand of turbo. I had one built that was water cooled for $575 plus $150 for an external wastegate.
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Scottie,
Can you use the same part # for the u joints between the driveshaft and the transmission? Thanks
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Any suggestions on u joints(between the driveshaft and tranny) that can handle 400hp. I have a L6 turbo and fully intend to abuse it
[This message has been edited by Arif (edited August 30, 2000).]
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If you have a turbo radiator handy I would use it. The turbo has greater cooling capacity and depending on your mods could come in handy.Otherwise make sure the 240 rad is cleaned out good.
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400HP or bust!!!!
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Clint,
I have a 8" filter on mine as well. I bolted it up directly to the turbo. Scottie sold me the piping for the filter, but it is a tight fit trying to get the I/C piping AND the intake piping between the rad support. Might have to do a bit of "massaging" to get them both to fit. If at all possible try and get that filter out in front. It makes a world of difference as that is the way I had mine plumbed with the starion I/C.
As for now i will put a filter on the valve cover and the crank case.
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Sounds great Clint. I have the same problem with my T3/T4e blocking the PCV outlet. I blocked the opening in the manifold (probably a no no). I wonder if using the valve cover breather outlet to the breather on the bottom of the engine would work? Was that your question?
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Does anyone know how difficult it is to replace the stock U joints between the tranny and the driveshaft? Mine is falling apart literally and was debating on wether I want to take it on or take it to the shop and get spicer u joints installed.
[This message has been edited by Arif (edited August 12, 2000).]
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1. I used a P90 head and I haven't heard too many good things about the P90a.
2. To justify the cost of forged pistons you have to ask yourself how much power you are looking for. When I had my motor built I knew my turbo could move enough air to get 400+hp so I knew I needed the extra insurance. BTW I went with JE pistons.
3. There are too many turbo combinations out there to count. I went with a T3/T4e turbo capable of about 400-425hp. Because of the power I was trying to obtain I opted for an external wastegate. A friend of mine used an internal one and it couldn't hold the boost at a set level (very dangerous). The only modification on the manifold was a 1" shim that moved the turbo farther off the manifold. For the external wastegate I had a 3-4" pipe welded on the manifold with a flange and bolted the wastegate to it.
4.As for engine management by far the easiest to install IMO is the SDS. No computer to use in programming it and decent price compared to other units. Although I think the Accel DFI is less expensive. I am pleased with the SDS so far (just my opinion).
5. A great place to start is Scottie's website: http://www.mindspring.com/~vscott911/thecar.html
Zya
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400HP or bust!!!!
I been thinking....
in 6 Cylinder Z Forums
Posted
Morgan,
I am running 370cc injectors on mine (upgrade later) and it runs great. A friend uses 550cc injectors with the SDS and he has no problems.I was tired of messing with the AFM as well. When I started this project I didn't want to do anything twice so I opted for the F system instead of piecing together a MSD etc. I have no regrets paying extra for the coil. I had a friend drill the holes for the magnets, however the most important thing is to scribe the pulley correctly. This system is really too easy to hook up, it is as advertised "simple"in the way of installation. Good luck