Arif

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? asealey@vvm.com [This message has been edited by Arif (edited October 28, 2000).]

Here's the webpage as well ...http://www.kaynor.net/v8-240z/

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.

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.

Scottie, Can you use the same part # for the u joints between the driveshaft and the transmission? Thanks

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).]

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. ------------------ 400HP or bust!!!!

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.

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?

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).]

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 ------------------ 400HP or bust!!!!