SleeperZ

You are absolute right about NRFD, but the thing is you have to build a V8 to take a turbo, where an L28ET can make the hp stock. So $ for $, the L28ET gives the V8 a very good run for the money all the way to 400hp.

I looked at the picture of the rotor at Nopi. It looks like it's drilled for 4 and 5 lugs. Of course it was also vented, and I know for a fact rear Z31 rotors are not.

Maybe it's just coincidence, but it seems most people considering an engine swap trying to choose which displacement to use don't design their drivetrain - they just drop it in and run it. Not saying it's right, but it seems like you can make most things equal, and run it down the strip to see what the differences are. JohnC is right, there are too many differences to account for technically, but the fact you gain more power due to displacement than you lose due to redline loss has got to dominate the more equal all other factors are.

Maybe a half shaft u-joint...

You are using steel pipes, right? A buddy of mine had no problems with mine, weld 'em up, grind down the beads, he even had them plated for corrosion protection...

The diesel chain is a lot longer to loop over for the injection pump. Of course you have two camsprockets now, so maybe it'll be long enough. Why not try to use as much off the gasser Mercedes 280E as possible, including it's timing chain and guides? Either way you will have to make a sprocket that fits the L28 crank or sprockets that'l fit the cams you want to use.

My turbo benefitted from a larger intake. Stock size is 3" OD. I ran a flexible hose from the MAF to a K&N mounted up front. I'm now running a 3-1/2" intake, but my MAF is in an intake pipe that size. BTW, the factory intake is a cold air intake.

Thanks HeavyZ for exposing another engine myth. In order to "rev faster" under the same load, you need more torque, hence a stroker will "rev faster". The short stroke will have a higher redline potential, but that doesn't mean it will get there faster, in fact, it will get to the same rpm as the stroker slower.

Not that I've heard; I'm still using stock U-jointed half shafts. I always carry a spare, but I still haven't broken one in three seasons of dragging (yet!). Then again, my best 60' is still just 1.876 seconds.

Yes, you will have 12s with practice. I just broke my first 12 last Friday, and I'm running similar mph and tires.

You should really post that somewhere on this site seeing that the conversion gets asked about fairly frequently. Nice time in your sig. When did that happen? With no boost increase?? I posted this Friday night. No boost increase, just a better clutch and differential mounting. http://www.hybridz.org/phpBB2/viewtopic.php?t=26831 And really, I suck at "the internet", and don't know how to post a file for download, or how to make a page documenting it. I can upload pictures, that's about it...

It may not have the hydraulic pivots at all. My P90A didn't.

That may have been my spreadsheet.

I haven't done a "how-to" because I took the hard way, and didn't want anyone to have to repeat it. But this is the method I took. I bought the Chilton's manual that covers all Zs and ZXs through '89. It has all the ECU wiring diagrams with pin numbers for each year. I mapped my '82 wiring harness to my '87 (I converted to an '86 later) ECU, then cut the ECU connectors off, and rewired all the signals to the right pins on the Z31 ECU. It was time consuming, most of the connections didn't need to be cut and rewired, but it was easy. I had to add quite a few wires that didn't exist before, such as ignition signal wires, heated O2 wires and a new fuel pump control logic. I hear some people got theirs up and running with the original 280ZXT connectors, but it left so many things out, and I wasn't sure how the ECU would operate without them.

I'm using the Z31 coil and trigger with no problems.

You don't want a rising rate FPR, especially on a blow through carb. You want constant fuel pressure relative to the intake manifold. And 12s aren't happening with a 390 cfm carb - that's what the n/a 4 barrel Z uses. There has been lots of people who say they want a supercharged L6 Z, but I don't know of anyone who's actually run one. You may want to see if you can.

The VG motor is guaranteed to be twice as much work to install. Given those three choices, I'd go with the 7MGTE. Inline 6 is much easier to install and lots of parts available for the 7M, not to mention great power potential.

Whichever turbo solution you pick, make sure you run an intercooler.

Lol! Good one Garrett.

It's been done. Shane put a ZX tank in his 240. It fit, but not nicely - you may have some work to do in the spare tire well, I never got a close enough look at it.