Gollum

The heads should be the GT40 heads, which were probably made in cleveland. Lemme double check that info for ya. I'll just edit this post. EDIT: I can't find anything that the motors were made in cleveland, but the block is definately the "windsor" style just like the other 5.0 blocks. SVT has always taken pride in the fact that they asseble their cobras themselves, and they don't go down the regular production line. It's possible their engine assembling team was based in cleveland at the time in 95'. BTW, the OD on your 5th gear is NICE. .68 should make a great highway cruising gear.

I've seen exhaust on the S130 done many different ways, but I believe all the chassis are identical in this regard. They all have the same mounting points from what I've seen. So it's just simply getting a rear vallance with a cut for that side, and then having the piping routed. The extra length was probably added because of nissan trying to get the exhaust resonance low enough. The stock exhaust is nearly silent, impressive for a "sports car"...

meh, 95' cobra... meh. Nobody really cares much about these cobras. They don't handle like the fox can, and there isn't the same potential as the later cobra engines so they get lost in the mix. I've a huge SVT fan and I'm GLAD this motor is going into a Z Sweet project.

oOo, fun thread. As much as I love finding great rally vids, I'm gonna go off pace since you guys are covering some great racing clips. FFR Vid: http://youtube.com/watch?v=ttXz-7-id8A Gosh I still love the cobras. First love, what can I do? Top gear Vids: Ariel Atom: Who can forget the famous toyota truck segments? http://youtube.com/watch?v=Lrk6vsb77xk The recent africa challenge was amazing imo http://youtube.com/watch?v=hfHFp3yk9Jk http://youtube.com/watch?v=I5o9cYX1pMU http://youtube.com/watch?v=aHmFkKulojI http://youtube.com/watch?v=Fwfj9ZI5D-0 http://youtube.com/watch?v=o0jr-eYGBwE http://youtube.com/watch?v=BwQtgVLORUg http://youtube.com/watch?v=Dg9vqMmAOiQ http://youtube.com/watch?v=LFx6ueZedTA There's also the one recent episode they came to america. Was anyone else uncontrollably laughing when jeremy showed up with a cow on the roof of his comaro? Gosh I'm still laughing at that one. Oh yea, this is one of my favorite vids too. http://youtube.com/watch?v=5lJwlUJU-f8

I'd consider the FD far more "exotic" than a supra any day. The only reason I can understand the supra selling prices is that there are too many fan boys that hype the car, causing people with real money to keep buying them, and then wanting to sell them because it doesn't live up. At the end of the day, in stock chassis for they're a japanses mustang. Great in a straight line, can be made to handle, but not really graceful about it. The fan boys will tell you otherwise though. Same will happen to the GTR I bet. Though the NSX does give me hope. There's a car with millions of honda fan boys backing it, and the prices have come down to reasonable levels, with comparable then and now values to the viper. So who knows. I know that if in 10 years the GTR can be had for 20-30k I'd probably be interested in buying one. But that's a huge IF.

Since they're telling you that you'll be driving I'm assuming that it's going to be a background car, not something that's "center stage" so to speak. Once you know it'd be nice to know how much of a role your car will play. Better yet, maybe they'll buy all the crappy rust filled ones and put 10k into restoring it, then give up and sell it for 3k. I'd buy that

Oh trust me, I understand and completely agree. I guess that's what my point kinda was about the ZR1. Sure it's cool, but no matter how cool most of us think it is odds are nobody who hangs out on this board will ever own one. I'm still split on what to think of the new GTR, and if I had the money I'd be, like you mike, considering buying one and talking with the local nissan dealer. But at the end of the day I'd rather build a 2500 pound FFR GTM with a LS7 motor. It's just cooler in many ways, more unknown, "build it" yourself, etc. Who's with me when I say "lets forget all manufactures and start our own brand"? The home built hybrids.

Hey, didn't really know where to post this, since we don't have a dedicated dyno section, and this isn't really about any particular engine as much as it's about engine theory. So I started gathering dyno sheets from the web, and I know that there's a million different reasons why NOT to compare numbers from different dynos. What I want to talk about is NOT related to figures themselves, but rather I've been studying HP CURVES and AVERAGE power in a given setup. The more I research the more I'm starting to NOT like turbos. Sure they offer some crazy power, dynamic power level/tuning, and good off the throttle gas milage. But at the end of the day what they take hurts and makes what they give you questionable. What I'd LOVE to get my hands on is a dyno sheet of someone's turbo motor that's actually being raced on a regular basis, and what RPM range they're usually in. I'm also becomming increasingly agitated of people's ignorant view of HP vs Torque, and I find it amazing that people can never grasp that they're esentially the same thing. People refuse to believe that they're one, and resort to using analogies like this "If you hit a brick wall HP will tell you how fast and hard you hit it, torque will be how far you go through the wall". It's simply a barbaric understanding of the simple formula that HP = TQ*RPM/5252. Torque is very meaningful, but MORE meaningful I think, is HP curve. How big is it? What's it shaped like? What did it take to get there? Is there room to prove on that motor? To what extent? These are all questions I think of when I look at a dyno and try to figure out what this engine is really doing. And with all that as a minor disclaimer (I'm long winded, sorry). Here's my work thus far: Thanks also to Chris (rudypoochris) who helped me out with some formating and some discussion.

I still think the AE86 would have been left completely alone and nearly forgotten about if it hadn't of been for initial D and BMI's Tshichia (dori dori, or drift king). Those two elements I believe are the only reason the AE86 price rose like it did. Even after the first TWO fast and furious movies came out you could still get an 86 for pretty cheap, because the drift stuff hadn't hit full swing yet. And the drift craze here in america is being domiated by americans. Ironic. The JDM craze is fading around here in the bay area, and I doubt drifting will last forever. Lets just hope S30 prices get left alone.

I'm still wondering why it isn't cheaper just to tell the foundry to not twist the crank during the forging to keep it single plane. Seems like the process is ON OUR SIDE. Has anyone actually called around to see about just getting a standard crank "without the dual plane twisting"?

Lets not forget there's plenty of monster miatas out there proving that many miata owners aren't fond of their engines. And we've seen plenty of SR motors with more than 100hp over stock on stock internals. It's not THAT uncommon. Even 150 over stock isn't unheard of and can be done. But I definately agree about the weight and traction issues. The miata is small and light, and the 500hp cases are rare because those levels are so unmanagable.

Hey wait a sec, when was that fast and furious' fault? I'm not like a huge fan of the movies or anything, but the AE86 prices are nearly 100% caused by initial D, a huge spark of the current USA drift craze. I'm hoping the wangan anime doesn't catch on. Could have the same effect on the S30.

I like the new ZR1. I don't think it's worth the extra $$$ though. Like mike said (and I've agreed on him wholey thus far in this thread about all the GTR drama) it's better to just start with the ZO6 and dump your money into modding that. I think we here must be a VERY different market than companies are actually marketing and selling to. Becuase if WE were a truly influential piece of the market GM would sell a STRIPPED version of the ZO6 and THEN add performance. I still spy a little computer screen on the ZR1, which to me just doesn't belong there. Though another issue I have is with many companies is that they're willing to CHARGE you for putting LESS on the vehicle. I hate track versions of cars that come with a minimal 5% power increase (if at all), remove a bunch of stuff you don't need, add a few carbon parts, and then want to increase the vehicle cost by 15+%. See, if GM wanted to sell cars to OUR crowd, they'd put a LS2 in a completely bare bones solstice or sky, and then sell it for 30k.

Well I understand being so passionate. I myself am frustrated that the quantity of quality american motors is so small compared to friends across the pond. It's almost as frustrating as the USA never getting the GOOD foreign motors.

I still don't see the LS motors as that archaic. People with LS swaps here tend to have: More HP than most Cleaner swap due to size Better MPG than most Honestly here, how many NA engines are getting 400+ wheel hp and still able to manage solid consistant high 20mpg maybe even low 30mpg ranges? The SR guys can, but they're turbo'ed so it's not a fair comparison. I doubt a 400 wheel HP VK56 would get 30mpg in a z. But maybe I'm wrong. Another HUGE thing to consider is that smaller displacement motors tend to be a lot more expensive to build, and the american companies are having a very tough time competing with the japanese and koreans for price, and can't compete with the germans in quality. Maybe we shouldn't assume they don't want to give us more advanced designed, but maybe they simply can't due to their situation.

Though the american companies might be "behind the times" by many people's standards I don't think they ever STOPPED evolving, and I think that's key. A company should always move forward, and if there's a fuel crisis and they need to make something economical, imrpove what you have, don't restrict it. We're seeing the most efficiant motors of all shapes, sizes, and types this day in age. The chevy LS series continues to prove that the OHV setup has life left in it yet. Ford's mod motors have taken new height for the DOHC V8 in the Ford GT and GT500 (with several 1000+ wheel HP GT cars on stock longblocks). Dodge has a funtioning cylinder disabling system that's actually working reliable (been done in the past, but never well from what I've been told, seen, and read). To me this looks to be the brightest time ever for engine technology, and I don't see the americans as being slouches in all of it. Not leaders, but definately not slouches. Though I do find it funny when people talk about the "super technologically advnaced japanese engines" and I kinda giggle. I don't expect them to know that ford had a DOHC engine engineered and produced for nascar, and also even saw a small production run. I shouldn't expect them to know that there were several experiments between the big three with technologies they now call "high tech".

Sounds about right to me. I'm just making sure you've done your homework and weren't going with stronger internals because you "needed to". I've always loved this picture from lextreme: Those early 1UZ rods are BEEFY for OEM stuff. The pistons are definately the weak point of the bottom end, but the main issue most people run into is detonation because the stock compression ratio isn't the most condusive to force induction. But on the bright side, not only can you upgrade to some stronger materials, but also LIGHTER improving rev responce. I've driven LS400s and stock they aren't the most rev happy engines. My last comment/recommendation: Get a high quality scale of some sort and weigh EVERYTHING. Others, as well as I, are very interested in what the 1UZ truly weights. I'd like to know what the entire assembly w/everything (even AC compressor) weighs, just the long block (rotating assembly w/heads) with and without intake. I'd also like to know what each head weighs, and what the short block weighs. I know I'm asking a lot, but that informtion is gold to me. I'm considering the 1UZ as one of my MAIN future prospects for a motor but if it's not light enough I don't think I can justify it over the cost and power of the 5.0 (my second choice).

That's surprising considering that the turbo mazda motors out there put out crap for power. They get excited about anything over 250 on a stock motor and I rarely see the same 500+ cases you see with the other turbo 4 motors.

look we could sit here and spoon feed you everything, but if you don't actually research it yourself and decide what YOU want then odds are you'll end up either A) not finishing it blowing something up, or C) pay through the nose to have someone ELSE build it and have regrets forever. You want at least a 450cc injector or so, get a generic fuel rail and fabricate mounts for it. Even the stuff some vendors on here sell aren't that "plug n play". The exhaust manifold is a basic 4 bolt T3 flange found on MANY vehicles. Most T3/4 hybrids will bolt up just fine. Most high quality T3/4 turbos will support enough power for you too. Stock bottom end is reliable to 300-350hp in most people scnario on the stock head. Reaching 400hp it's a timebomb that'll last a LONG time if your tune is perfect and your fuel quality never changes, or you run meth injection. If you need the peace of mind swap out the stock pistons for forged ones, or high quality cast with the right type of dish for your P head. Many people here just run stock blocks until they blow up because these motors can be found everywhere for pretty cheap. Garrett on this board is running a STOCK HEAD AND CAM motor well over 400HP. He has a built bottom end and he's using meth injection. Btw, you could have figured out what size injectors to use by finding one of the hundreds of online calculators that will tell you how much fuel you need for 400hp with 6 injectors. Again... there are COUNTLESS topics on the L28ET setups and there's no "best" route to take for ANY HP goal. So do yourself a favor and figure out what YOU want, not what others did.

Ok, I'll bite. Are you going to go forged pistons to start with? Or down the road? People have proven enough times that 10PSI is perfectly reliable on the stock rotating assembly. That's good for around 500hp on a stock head, with headwork you're looking at quite a bit more especially if you get it ported. Then if the 600+hp you have at that point isn't enough you can put in some forged pistons and have your insurance up to 1000hp. (i'm still a strong believer that the early 1UZ rods are good to 1000hp easy, and the stock crank is well beyond strong enough) Just seems like tearing down the block and putting in forged pistons is a waste of time/money unless you're planning on running 15+ psi right off the bat.

Wow, are we speaking to a brick wall? Search. Note clifton's signature - L28ET w/ 417 WHEEL HP. There are others on this board with over 400hp in their L28ET. Go find them, read all of their threads, find out what worked, what didn't work. The search button is your friend.

No, almost all R200 diffs will NOT have the finned cover. The finned cover is usually, but not always, on LSD R200 diffs. And not ALL (though most) LSD R200 diffs will have the finned cover. Well unless you have a GL or a 4 seater than it's an R180, though an R200 swap isn't too involved in the S130. Oh, and there's no way your 79' came stock with carbs, so either it was converted from EFI to carb, or it had a previous engine swap.

I was just stating it as an option if it were possible. Those ford/mazda motors are becoming easy to come by. I agree the SR makes more sense, but IF cosworth used parts were easy enough to come by then it would make sense, but apparently not. I just found out that cosworth sells ported heads for the VQ35DE http://www.cosworth.com/shop_item.php?productid=476 Check out the flow graph, insane. So for a ton of money you can have a "cosworth" V6 motor.

What year is your car? There's a good chance it already has an R200 in it. You can use this to see what Z cars had what diff http://www.geocities.com/z_design_studio/

What about using a cosworth head on a USDM block? I saw TWO mazda miatas complete at the junkyard just a few days ago. Seems like it'd be pretty idea to just swap one of those in there, then down the road overhaul the whole thing with a cosworth head/turbo/efi etc. Or do the mazda/ford 4 cylinders here in the USA use different bolt patterns, spacing, or other parts? I know that NEW cosworth engines are expensive, just seems like going this route and then getting some used cosworth parts from overseas might be a viable option instead. EDIT: Oh yea, if you can put over 500hp to the wheels on the miata head then what could a cosworth head do?