rreford

Does anyone have specs on valve length of these cylinder heads? I'm looking at shaving a p79 and using the N42/47 valves to keep geometry correct. Also, anyone know if Bryan Little's 'Datsun Z Garage' site can be found at a new site? All the references I'm finding lead to a dead-end site. Thanks!

My rear defroster lines are so shot, it is not worth the paint efforts. Anyone heard of a complete regrid kit? Seems like you could scrap the existing lines off and start anew. ------------------ Lee Baker Triangle Z Club '71 240, '78 280, '81 ZXT, '83 ZX

I've got a Turbonetics Deltagate left over from an aborted AKMiller turbo setup (about 11 years ago). From what I've read in Maximum Boost (I know, not infallible, but a good reference for me), there is little advantage to running an external wastegate. Is it enough of a difference to warrant using the wastegate I've got in-hand, considering the type I have and the additional welding/plumbing required? Thanks!

quote: Originally posted by jeromio: As far as emissions go, with a 71 you are scott free. The inspection will merely verify that your car is road worthy (lights, horn, tires, etc...) - they won't even bother measuring emissions. And in NC, there's no visual, so, you don't even have to pretend to have controls (pumps, exhaust recirc, catalytics, etc) on the car. I thought that you might have to go with the emissions requirements set out for the engine year, but I can't imagine that an inspector could even tell the difference in an L24 and an L28. Thanks for the great news!

quote: Originally posted by Morgan: Another thing to consider.... when you get your turbo, if you use standard t3 exhaust housings(instead of the propietary nissan specific housings) you can easily, quickly, and fairly cheaply change housings to get different a/r ratios and increase/decrease spool up time significantly Does using the standard T3 housing create an issue with bolting up to the stock exhaust manifold? I realize now that I wasn't too specific on the T3/T4 hybrids. Are there endless A/R combinations possible with this model? Thanks!

First post, and may I say 'Thank You!' for all the fine info posted on this site!! Been reading for about a month. Most of my questions stem from reading the Corky Bell book and thinking about applying that knowledge to a straight-six Z. I plan to build turbo L28 and use aftermarket engine management. I apologize if I'm asking questions that were recently answered - I tried to read everything that seemed applicable to my situation. Thank you in advance for any input/feedback! My questions: Small intake runners (and, I presume, small intake ports) are best for off-boost performance. Has anyone tried to use a Maxima N47 in a turbo application for that reason? I don't have the cc numbers to do a compression ratio calc, but I'm guessing that the Maxima N47 would be too high in compression to make it worthwhile. What cylinder head is most popular for this type of setup? I've got an N42, N47, P90, and Maxima N47 to choose from, and I can certainly find other models! Corky says conservative cams are best for turbo applications. Does everyone tend to run stock profiles, or slightly modified? Corky recommends finding a turbo combination that gives you boost at 30% of redline (best combination of response and high RPM performance), which is ~2000 rpm on an L28. Is that what you guys with the T3/T4 hybrids are getting? I'm not sure how the emissions testing will go on my setup. It will be a '71 240 with an '81 L28 block. Do those of you who run aftermarket engine management systems (I'm leaning towards the SDS) find it easy to tune around emissions requirements? What size compressor bypass valves would you recommend for a turbo L28 running 12 psi boost? How are you routing your water supply to the turbo bearing cooling jacket?