clint78z

They sound good on a V8 as well, they have a bit of the metallic ring to them. It does sound simular to the L6. The guys are right thought they are quite loud with alot of plates on them. It is a very distinct sound, personally I like it.

What no centerfuge?? Just kidding excellent setup, I think I will try that after I get my car running. Having a vacuum on the crankcase should pick up some extra ponies.

I am wondering if I should hook the PCV on my ZXT motor. I know that the oil in the intake can gunk up the combustion chambers and mabey cause knocking problems down the road. However if I just vent it to atmosphere won't that cause idle problems since the engine is used to having a vacuum on the crankcase. Not sure what to do.

Lots of the older guys did over 200mph in some pretty dodgy setups. The one key factor was testicles the size of hot air balloons. Air flow is a pain in the butt as far as an engineering subject. Basically you start out with a guess, then that guess gives you an answer then you go back and refine your guess and do the equations again. There are so many variables that can change, that would throw your answer way off. Working up to speed slowly, and testing and keeping an accurate log of things is the way to go.

The VG30et is one of the lightest motors on the market, probably would weigh much more than the KA24. Remember to plan everything no matter what engine you pick, quality of install makes a difference. Tons of go fast goodies for the VG30et

Another option is the lightweight VG30et, they are cheap to get a hold of, and can give some respectible HP numbers.

Fantastic workmanship, it is blended so nicely into the collector. Truely something you can be proud of.

I have done a couple of interiors with vinyl, and the more curves the harder it is to do. The Z dash would be impossible to cover correctly with vinyl with major puckers. Carbon fiber would be real nice, depending on the quality of finish.

Just remember there will be no benifit if you do not run an oil cooler. Since the pressures are the same, the extra flow is needed for the cooler.

I have been a Skyline fan for probably 4 years now and have read every article I could get my paws on. The stock ECU is not all that bad, in fact it offers many advantages over the SDS. No I am not bashing SDS !! The stock ECU has a great deal of control over the cam timing, very fine control with dual AFM's. Plus a zillion other setting most people don't even know about. However it is not tuneable which is the major disadvantage. There is a work around by APEXI which actually allows you to modify stock settings and keep the driveability of a stock ECU. Something to consider?? One of the best resourses for the RB26 is www.autospeed.com There are many guys on the board with R-33 and R34's and can give you lots of info.

I think JeffP was into that at zcar.com, here is what he had for info. Personally I think the tranny is too big, and gear ratios not right for the motor, a supra six speed would be slick. Post from JeffP Hi Jeff, Bill Boudreau here from ZR51 Performance. Axle from ZF Industries requested that I contact you regarding your inquiry about retrofitting a ZF S6-40 6-speed into your 83 Nissan 280zx turbo race car. ZF Industries recognizes me as being the top specialist in the country for extreme performance applications-building of the ZF S6-40 6-speed transmission. I have several different modification packages available for race-ready balance and blueprint rebuild packages. Street-Stripe all the way on up to ORR 220+ mph routine-service capability. I am available for any questions that you may have. Best Regards, Bill Boudreau bill777@inficad.com ZR51 Performance www.ZFDoc.com 5612 East Almeda Court Cave Creek, AZ 85331 (602) 319-6575 Here is my reply to this mail I sent out last night. Hello Bill, thank you for your reply. I was beginning to think I was sending technical questions to a deaf ear. Here are my thoughts: I realize the ZF-6 transfer case was not designed with the import in mind, however, I have begun to recognize the demand for such an upgrade proposal. I have come to realize there is an untapped resource for revenue incorporating this unit into existing sports cars, not only the Nissan automobiles, but a number of automobiles, both old and new models. I am interested in the Zcar in particular. I have done some research and found that although the Zcar is quite old, there is still a significant demand for performance upgrades to the vehicle. I have concluded that this is only attributed to the age old mind set of the American people that old is cool, better, more reliable ect ect, and has permeated countries such as Australia because of one powerful medium, the Internet. I believe there is money to be made from providing an upgrade system to the general populous that would incorporate a six speed transfer case to these vehicles, along with a number of vehicles. I recognize the tendency towards new technology not only in America, but world wide, that appears to be driving the market place. Recognizing the changing market to a more global vision, I am convinced an after market upgrade for this product would be quite lucrative. I believe people would rather upgrade a particular widget then to purchase a new widget. I would like to develop a bell housing, clutch,( that could be duplicated easily by companies, for instance, Ceterforce ) factory equipped automobiles that would be considered a performance upgrade to suit their needs utilizing the ZF-6 transmission. My specific thoughts are regarding the Nissan Zcar, however the possibilities are wide open at this juncture. Why not provide car owners the opportunity for an upgrade system that would not be dealer dependent. The customer would be able to keep pace with technology with an existing unit, in this case a car, and accomplish this cheaply, relatively speaking. I would appreciate your input regarding costs and feasibility of R/D for such an undertaking. REGARDS: Jeff Priddy Lets see what happens folks, maybe we can get the best of both worlds for our cars. I really tried to impart the idea that there will be a market worldwide for this upgrade.

I made mine instead of tapping that hole, I didn't feel too good about tapping a hole on my new turbo. I screwed a brass 90deg elbow into the hole. FPT (female pipe thread it's tapered)

Just goes to show you the magic of the RB26-dett. Runnning those times on 12 psi of boost, huge power band and high redline is a killer combo. Good work stony, we are all cheering for you. We are certainly getting some killer cars on this board, most of them are legitimate street cars which is even more impressive.

Length is a factor however, the L6 has 7 main bearings to support the load of 6 pistons and keep the crank from twisting. I have rebuilt 2 L6's and both had minimal bearing and cylinder wall wear, of course these were street engines. I wonder why a crank girdle was never develop in it's racing history. I think crank resonance at high rpm was the thing that killed most cranks.

Ok Tim I added your stuff, if you want to add any info let me know. http://www.geocities.com/clint78z/ Go to engine managment [ June 22, 2001: Message edited by: clint78z ]

No worries about the NPR on my car, nothing but warm fuzzies about that purchase. I always like hearing about comparisons and how things stack up, intresting that it still cooled that much with a big flow restriction. Looks like the tube volume and end tank design was only thing holding it back. Since the fin area was sufficent to provide adequate cooling. Some very minor details left on my engine, then I have to cross my fingers and hold my tongue right for it's first startup.

I was wondering if the new intercooler solved some of the problems you were having. Was the NPR causing too much pressure drop for you flow #'s. Did you see a vast improvement in intake temperatures?? Scottie always does such good writeups on performance parts

I think the early 240z did have crank problems, however I heard that it was correctly within a year. And went on to lay a beating on the odd porsche or two. Good to see the porsche guy still see the L6 as a threat!!

Hoping to make tuning the Accel DFI a little easier. If we can start a thread with all the information about our cars, and then exchange global files we can help each other out. I am going to an example of some of the info that would be helpful Engine Size, Engine Compression, Head, Turbo, Injector Size, Fuel Pressure, Octane Rating, 2 or 3bar sensor, Intercooler Size, Dyno Power, comments I will post these to my website with your permission, so every one can download and get info on tuning there DFI. I have TIM78ZT's and Fast Frogs maps and will post them when I get there permission.

I am going to start a new DFI thread so any of you can post information about you car, setup, injector size, turbo, intercooler, fuel pressure etc. I will post the global files on my website along with info if that's alright.

Hoover do you have DFI maps for your car, I am always intrested in the different tuning styles on the DFI. I should be tuning mine shortly.

Ever wondered about tire pressures and contact patches. It's all explained here http://www.autospeed.com/A_0996/page1.html

There is no room for the aircleaner to mount in front with a 280z, the bumper shocks get in the way. The air cleaner is direct mounted to the turbo, and pretty much sits on top of the A/C pump.

Yes it is too bad it wouldn't clear, however you were very clear in saying there could be some snags. I appreciate the other pipes though , definately a fine job. I talked to Melodie, I am going to doing some measuring for her on Sunday. I will more than likely do some AutoCad drawings up since that's what I do. Hopefulley I can lay out the entire package, for a 280z with A/C. Been a busy bee lately !! Hows the new intercooler working?? I think the NPR will be more than I will ever need.

I actually saw an army vehicle dump it's oil all over in a turbo350. It turns out that the torque converter was bolted to the flexplate with the slotted holes, and not the correct holes. It eventually shear the bolts off, and jammed one of the bolts in the starter.