1 fast z

You CANT see the front timing cover when the cold pipes are installed. Onlything you can see it the valve cover, and the coil is gonna be mounted on the intake. So pretty much only the valve cover engraving is visible.

Some pics of the valve cover, minus oil fill cap, which is done, just not pictured.

Those were "stock" grinds on those cams. I sorta regret not doing regrinds, as I had to do all custom rotaters anyways. But theres always next time.

Im not gonna get it on the road and run straight to a dyno, to be a dyno queen. Im going to drive it as my daily driver, and take to to California in a couple weeks, which is over 1000 mile trip. I want to prove reliablity, then after I get everything dialed in and after many 1/4 mi runs, I might put it on a dyno, but more than likely not. If I do put it on a dyno, it will be the mustang gladiator, that were purchasing soon.

Message sent. Thanks for you help.

Let me get this straight, your saying one would get the same gains, from piston lightening, as they would with an "alluminum pully" WOW, you have ALOT of physics classes to take, untill you should be able to post on Hybrid.

I have to argue. Say you take a fifty pound piston in each bore. And it takes, X amount of WORK to accel and Decel that piston. Work is a direct relationship upon HP. You take a 1 lb piston, that is LESS work to accel and decel that piston at a given RPM, therefore more HP, as you dont have to use as MUCH HP to work that piston up and down, etc.

Ok, so after ALOT of fighting with the spark on this setup, EDIS, MS2, etc. I FINALLY got it good enough to RUN, Yes RUN. I dont have the cold pipes, air cleaner pipes, etc. on, their built but not installed, so I can see if there were any leaks and what not. I dont have water in the engine yet, so I didnt run it for very long. I Will have it driving in a couple days for sure. I can NOT tell you how stoked I am with this. It has been a LONG and tedious project, with help from all kinds of people. Vavle cover is not finished as I need to do some engraving and what not. I need to say a personal thanks to all who helped on this project. 1.) My Dad, withouth his help, and almost 50 years experience with engines and engineering, It could not have been done. 2.) Mcadam, for his orinial therory, that we worked into a working model over time. 3.) Andy Mayfield for his efforts on the build of this car. 4.) J. Seymore, for his dedication to the "quicky" paint on this car. 5.)My wife for putting up with the long hours 6.) Last and Defnitly not least My grandfarther and grandmother, for without them, I would not have a shop to build this in, nor the know how on how to do any of the building. This IS history folks. And for everyone who said I couldnt do it "cough bubbles cough" HA!

My email is buick_36@yahoo.com

Do you have an email address? Hybrid wont let me upload a .msq on this thread for some reason.

Sounds good to me. People often wonder why my engine revs like it does, and has the power output it does. But the MAIN reason I lighten pistons this much, is for strength. The less mass you have to accel, and decell, means stronger rods, rod bolts and crankshaft.

Ok, so I have MS2 V 2.687 MT. The timing is off, but the trigger angle and map changing, will NOT effect the actual timing on the crank. I did verify that the wires for SAW, and PIP are wired correctly. Any Ideas?

Looks GOOD, and for the price, WOW, great bargain.

I have raised the roof of My P90 on my NA stroker over a half of an inch. It can be done with the correct sonic testing. Injector Ports???

STOCK z car motor mounts. I may change it, I may not, but I wwont change it untill Its running and driving, as it is NOT a needed.

Paul builds GREAT cylinder heads, my only real competition, hehe. But I would not trust the REBELLO HORSE POWER, as we all know rebellow hp, is not real hp. There have been a couple guys that have gotten motors built there, dynoed over 300 horese on their dyno, then put the engine in there car, and it produced barely over two hundred HP. So just beware, when you take the car to a chassis dyno.

Yes a daily driver, with lots of trips in the next few years to MSA, JCCS, etc. So in phx, AC is NEEDED!.

haha, yea not quite tony. Although before was 2 hours fifty minutes, thats from when we pushed it in the shop, to when we drove it out of the shop, including, swaping the intake, head, headers, clutch flywheel, tranny to another short block!

So We finally got the engine finished up enough on the stand to get it ready to bolt in the fairlady. We got the head installed for good, cams degreed in, manifolds bolted up for good, CAS mount bolted on and fabricated, etc. Set cams at 110 deg lobe center. We went ahead and just through in a T5 trans for now, as I need to finish up some machine work on the z32 trans. So my friend andy and I installed the engine and trans today. This car has WORKING ac also! I do have to say I couldnt of done all of this without the help and engineering from my father. We together built this engine. So here is some pictures. BTW, the BOV is just sitting on the cold charge pipe. This valve cover is just basicly a dust cover on the engine right now, as I have not finished the real valve cover on the Matsuura.

The best way would of been to measure the interference fit from the crank to the harmonic. Should be about .001-.002" press.

Different stages of my Silver 280z.

Hood? Who needs a hood? No but in all seriousness, this was already mocked up in the car, look at previous pictures. There will be one bubble in the left of the fiberglass hood, for the forward turbo. The bubble will be 1" tall.

Actually, I have a Single Rebello unit, as well as a double unit directly from BHJ.

Valve cover is a billet unit, VERY expensive piece of material!!!! I Should have pics of that in a couple days, I have to do some more programing on the CNC to finish it up. I will probably leave both valve covers with a Machined finished, as by me being a machinist, I LOVE that look. We are working VERY hard to have this car at the JCCS show in october, and we need about 2-3 weeks to work out any bugs in the system, nothing works perfect the first time on a engineerd project such as this. It will be driven 1000 miles round trip to the jccs show, so reliablity will be proven on that trip.

Ok, so I have finally cought up on customer projects, and gotten some time in on the L31dett project. We got the Valve job completed, and everything cleaned and assembled. The "thirds" are now assembled for good, sealed and all. I spend the last couple evenings setting the valve lash. Its a Shim On Bucket design, so that means, LOTS of time on the surface grinder to get an exact .013 ex clearence, and a .011" clearence on the intake. I will assemble the timing chains and guides tomorrow, and then can get the oil pan on, oil pump, ac compresser, etc. Should be able to have the engine in the car within this weekend, so we can start the wiring, of MSnEDIS, etc. The stock KA upper timing cover did NOT bolt up at all the the L series timing cover, and had a 2" gap. So rather than doing alot of cuting and welding, I decided to build my own. It even incorperates the stock oil catch, for the upper timing chain. I had to do custom engraving, though, hehe. Got the EX manifolds welded together and finished also, other than plating. Brakes are finished on the car also, with 13" rotors up front and 11.65 in the rear with wilwood four piston calipers.