280zedx

congrats on the install - could you guys elaborate on the distributor swap?

i've got the k&n filter on the valve cover, but when i remove the one from the crank and ran it into a homemade catchcan (and plugged the pcv valve) i suddenly had a little "chimney" up top. the valve cover filter was releasing puffs of smoke while it was running, it look both bizarre and disturbing. i reinstalled the pcv valve and am presently running it that way. i had to remove the hose that went in front of the throttle body and ran to the valve cover due to crazy modifications, it's not ideal but seems to be working.

makes sense to me...you already have the coolant temperature measured with MS. another great "extra"

i took a little break...and let my headache subside. With a clearer approach i followed the instructions better and voila -it works. Next step is to play with it a bit, get it onto my laptop so i can then check it on the real real thing.

Way to go Moby! i know this is probably pretty straight forward but i'm not very computer friendly...i know, why do i have a megasquirt then? I would like to first play with it a bit on my PC as it's a pain in the ass to get to my megaquirt ( i have to transfer files to a zip drive then onto an old laptop then plug that into the car). -I've downloaded the "Extra021p.zip" file as well as the "mt225b331_setup.exe" file. It installed the new megatune program and opens as Megatune 2.25beta. (it's not the new extra version and i can't find the MSQ directory that contains examples like the "readme" says. -i didn't download the "msns-extra-enh-021p.s19" because it needs to be installed on the megasquirt board (which i'm not presently plugged into) -i did download the "msns-extra.ini" and placed it in the folder they say (which already had the same named folder and replaced it) Computer tech help is a pain to ask for but i'm getting crosseyed reading those damn "readme" pages!

-just for the record, my 280 was kidnapped from SoCal and brought to Canada and is presently being held in solitary confinement..... hear are some pic links to my supercharger install-http://img.photobucket.com/albums/v186/280zedx/P0001470.jpg http://img.photobucket.com/albums/v186/280zedx/107-0733_AUT.jpg http://img.photobucket.com/albums/v186/280zedx/107-0731_AUT.jpg http://img.photobucket.com/albums/v186/280zedx/107-0730_AUT.jpg http://img.photobucket.com/albums/v186/280zedx/P0001367.jpg http://img.photobucket.com/albums/v186/280zedx/1983supercharged280zx.jpg http://img.photobucket.com/albums/v186/280zedx/P0001585.jpg -Mike

I definately won't be waiting for the MSII, the "extra" has it all! This is the first i heard of this package, when i search around and found the sight i almost shit! 12x12 tables and the ability to tune on one screen was my biggest concern, everything else is bonus. -Thanks for bringing this to my attention.

Is that a piece of real data? It seems to me your afr doesn't jive. why are you running so rich at cruise? and where is the lean spike when you got off the throttle after the wot to 5000rpm? please give more info. also - what kind of wideband setup did you use and how did you interface it? I've got the MS running well now and plan on upgrading to the MS&S over the winter. I also have a LM-1 (wideband reader) and want to get that AFR info onto the log viewer screen as well!

i was "playing" with detonation a number of times while setting up my megasquirt settings, not good-i know. what can i say...i'm learning. Yes it's intercooled and yes i cleaned them up good before i put it back together. There is that chance that my oil rings didn't seat well also. -We can only patiently wait till spring....

well i put it all back together with a temporary makeshift crank vent filter. Started up fine but idled leaner than before, maybe due to the lack of PCV valve (bolted shut). A little tweak in Megatune and she was back to normal. I only did a couple of blocks to check it out, plates have expired, 0 degrees and winter coming, but it ran pretty good. I babied it a fair bit but it was still good and snappy...gotta love the supercharger. Now i can move on to the bigger and better things to work on like rewiring the dash electronics and more boost. thanks all for the insight into my first (and hopefully last....for a while) blown headgasket.

i think your probably right about the blowby. I never redid the bottom end totally, just glazed it with new rings and stuff, i am measuring about a 2thou difference with a feeler gauge and an old ring between the top area of the cylinder and the top of the piston (dirtiest one at bdc). That and the added boost is probably causing some blow-by, combined with the extra oil fumes from the crank vent would explain the oil buildup. The only thing to do...add more boost! haha Would a specific oil vescosity help with the blow-by? Would a little heavier oil limit it a bit?

just out of curiousity...how often do you plan on hitting 7000rpm?!!!! haha -push it hard and hope for the best.

thanks, great info. In my case the unmetered air isn't an issue since i don't have the AFM (megasquirt). I'll definately look for a catchtank for the crank breather and i can assume i can block off the PCV valve completely on the intake? I guess i'll just have to settle for bad rings/blow-by. There's no sense doing the bottom end until it gets worse (it's not smoking at all). So i'll just start using cheaper oil (non-synthetic), changing it more often and trying to add more boost to push the limit, heh heh.

Any idea what your M62 came off of? I read that most series2 M62 owners would upgrade the SC pulley from the stock one (3") to a series 1 pulley like mine (2.5"). what other info can you give us...what are you putting on and where/how?

my crank pulley is 5.6" (SC pulley 2.55") so at 5800rpm the SC sees around 12,800rpm, but if can get a 2" pulley then i'll be pushing it a bit at 16,200rpm (especially if my foot pushes the engine over 5800rpm!!!) It's an old SC and will require new bearings very soon (and there's a chance more than that if i push those rpm) As far as the boost, it is awesome how fast it comes on. Mine goes from 20lbs vacuum to 5lbs boost by 2000rpm then creeps up another pound shortly after. Are you running an intercooler or water injection? The roots SC does generate a fair bit of heat.

damn i hope its not the rings. They all seem to have pretty much the same buildup more or less, if it's a bad set of rings or valves then shouldn't a peticular cylinder should be worse than the others? (unless all 6 of them are bad and if that's the case then i'm an idiot who needs to find a better hobby!) Once the heads back on then a compression test should also reaveal this. I'm still wondering if the black oil was caused by the antifreeze breaking down the viscocity, i also had some real rich tuning sessions in the beginning as well. Its not break-in lube, i did the first change after about 5 hours of engine run and have since put on maybe a thousand miles. Does anybody know how the PCV system works? I know the valve cover breather that connects near the AFM (which has been replaced with a valve cover air filter) is a heated debate over its importance (lot's of people have removed it with no negative affects). Would it change the vacuum/pressure that the PCV valve sees? Also, when is that valve supposed to be open? If it was sticking then how would it add oil residue to the intake if that is where it is supposed to dump the crank air pressure anyways? I think i'll put it together, check compression, flush some fresh oil though it, and try a catch tank inline to see how much is coming out there.

changing the plugs was the design "flaw" i had to compromise with. I did design it so the SC comes off very easily, studs welded into the support frame, and the "intake plenum" sits into this frame under the SC. It takes about 15 minutes only to have the assembly removed and access to the plugs, not ideal but still usable. As far as the sound...you're right, INTOXICATING! -do you have any pics of your project? how far along are you? I'm presently looking for a 2" pulley and they seem impossible to find. Most SC (mostly M90) have the larger pulleys with lots of options but the stock 2.55" pulley for the M62 (series 1) doesn't have many options it seems. Pulleyboys used to sell 2" pulleys on demand but are presently down. Any ideas where else?

That kind of pulley would be ideal because it would be very easy to changes sizes to spin the SC faster. For me to change mine now i would have to remove the crank pulley assembly in order to perfectly center a new bigger 6rib pulley. The only drawback - the cost! mine was 5 bucks!

I blew the head gasket and was wandering if the oil residue that's gunked up on the pistons is from this or did it help cause this? http://img.photobucket.com/albums/v186/280zedx/passengerside.jpg http://img.photobucket.com/albums/v186/280zedx/piston6.jpg http://img.photobucket.com/albums/v186/280zedx/piston3and4.jpg http://img.photobucket.com/albums/v186/280zedx/intake.jpg My block breather pipe was dripping when i pulled it out and there's a fair bit of residue in the intake runners as well. The piston tops are wet and you can see trace amount of antifreeze in the cylinder, would this cause the sludge on the pistons? Am i sucking in too much oil fumes from the crank vent? I've removed the hose between the valve cover vent and intake and maybe now with the added SC boost it's sucking in too much? (I'm hoping this would also help explain the blown HG, besides me pushing it too hard without solid tuning -haha) All that residue can't be good could it? Not sure how you tell if your PCV is working right. It's designed to let this oily air blow into the intake isn't it? How much is too much? (oil residue) Also when i drained the oil it was black as molasses (only a few hundred miles on Castro Syntec, and second oil change since rebuilt). would this be caused by the bit of antifreeze in the combustion chamber or could this also be caused by ring blow-by? Because i did everything myself and everything for the first time i worry! What i need is someone with experience to tell me what is normal and what is not. thanks- -i really didn't want to be doing this- damn that head gasket and curses at my own stupidity!

-didn't realize this was an old post...found it with "search"...it's late, i'm tired after ripping things apart on my engine and even more tired of cursing...LOL Moby, any more pics? the rollcage is killer.

i've just pulled my head off cause i blew my head gasket (Doh! last night before the plates came off for winter) and found a fair amount of oil buildup on the pistons. The intake runners also appear to have a fair amount of residue and the block vent tube was dripping with oil. I'm thinking this helped cause my detonation (along with high timing, cold air and excessive rpm ) and caused my head gasket leak. any thoughts? How does the PCV work? It's got a little stopper in there that does "float" in and out. Any other reasons for the sludge buildup on top off the pistons? (they probably only have around 500miles since install). That can't be good for performance! I also have the valve cover filter vent, could this be causing it?

doh....i meant to say 93.6mph

hi guys, sorry, i'm not good at keeping up on the forum here... Tony, i put the MS&S on hold and am presently running MS with great results with a 47k resistor in line from the coil with the stock '83 NA distributor. I will probably end up trying to pull the signal directly from the reluctor pickup (ala Sims76) when i upgrade to MSII (which has the spark control) Cody, you're probably right about my intercooler, my calculations show 8.7lbs but i'm getting around 6lbs...bit of a dissapointment. Sho-Z, the crank pulley came off some minivan at the junker, and i centered, drilled and bolted it directly to my stock crank pulley (covering the outer one) The car is running great, i haven't tweaked it enough yet tho and the accel/dec enrichments probably require more tuning. The other weekend was my first time at the track and i had some low 15s and a 14.917 @ 73.6mph and my 60 was 2.202. My wideband readings are safely in the 11s (for now), i'm pretty new to this and i really need rubber but it sounds respectable for 6lbs boost.(?) I can't help wonder what a M90 supercharger would feel like.... Winter is upon us here in Canada, the licence plates expire next week and the long hibernation begins.....damn, i just got it on the road!

i pulled a 17 7/8" circumpherance pulley (~5 3/4" diameter) off some gm minivan at the wrecker. if you remove the stock fan pulley you should be able to drill and bolt it onto your crank pulley. just make sure it centered perfectly or it will fly apart. it does involve lots of modifications but it is sweet... http://img.photobucket.com/albums/v186/280zedx/P0001351.jpg

Here's how i calculated my setup. It's pretty much the same result. Crank Pulley Circumferance = 17 7/8” S/C Pulley Circumferance = 8 1/16” Ratio = 2.217 / 1 @ 5800 rpm = 12,858 S/C rpm M62 supercharger output capacity = 1 L/ rpm = 12,858 L (LPM*.03531 = CFM) = 454 CFM of air 2.8 engine can inhale 285.6 CFM of air (cubic inches*RPM/3464) Excess air = 454 – 285.6 = 168.4 “boosted” CFM Boost = excess CFM / normal CFM * atmospheric pressure 168.4 / 285.6 * 14.7 = 8.7 pounds boost In reality i'm getting just over 6 at redline. I'm losing some through the intercooling and setup as well as other losses. Word of caution with too big of a crank pulley, a 2.5 ratio puts the supercharger rpm past it's "redline". You're formula comes out roughly the same for an M90 as well....19lbs boost