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  1. So I've had my eyes on a ls1 engine and a bunch of parts I couldn't identify at my cousins shop. I've just about got my dad sold on the idea of swapping a Chevy V8 into my 260Z and he actually seems really interested. (probably because it's GM) AAnyway I was wondering about your rear end setups on your V8 swapped Z's I know the common option is a R200 LSD or welding a R180 but I'm still kinda anxious about putting close to 350 hp to the wheels on a 40 year old car. Also I need help IDing the engine its self. It's an aluminum block LS1 so I know it's a car engine but I'm unsure about the displacement. I remember somebody at a family reunion saying something about a 5.3l at their shop but I thought the 5.3's were truck engines? My dad swears my cousin got the engine out of a Corvette a few years back but I'm not sure. Thank you guys! PS; I know many people will get the exhaust manifolds off of a Vortec truck to modify into a turbo manifold and I was wondering what the most common truck you can get the manifolds off of is?
  2. I figured it was about time to start my thread on my 240Z that I've been building for a few years.... To start the background on the Z; I found it on ZCar.com in central Florida however it did live half it's life in Texas. Pictures looked pretty decent for a 72 and mostly unmolested. It had recent paint, classic hubcaps and upgraded 280Z block; 5spd and R200 diff transplant. After reviewing the pics and video, I made up my mind to commit to this one. The 175/70-14 donuts were so bad; they almost looked like original tires but what the hell, she was going to be a track car- right? I contacted the owner and found a flight on Jet Blue to Orlando for $99. I flew down on Saturday morning and my old boss picked me up at the Orlando airport and we drove over to check it out. Everything was as expected, nothing to make me fly back to Charlotte today. I did cut some of the fuel line and re-tighten some of the clamps just in case. Paid the guy and drove off to Charlotte. Car ran great up to Columbia where I stopped to see family and take a break from the drive. The biggest problem was the exhaust leak but with both windows down, wasn't too bad ~ Hit the house about midnight that night but she ran great and no issues. I drove her for about a year before the planning stages began. My last 240Z I built was 12:1 high compression L28 that I built back in 93 with forged pistons, floating pins; cam and all the fixins... L28's are pretty good but have limits and are still iron blocks. Looking at other alternatives; I started looking at RB swaps. The biggest issue I found was going to get parts for them, but wasn't a huge issue considering our global transportation system and JDM suppliers on the west coast. You can get a RB engine and wiring harness pretty decent price but then you want to get bigger turbo (s) and all the fixins...Some say the RB26 has too much power and RB25 is better...both can put out gobs of power and take your paycheck just as easy as making that power. There's some good suppliers of RB swaps these days too like McKinney. Then I started looking at VQ swaps like A Hoke. I like the idea of staying in the family but it wasn't that important- Weight and power were the main requirements. There were some VQ swaps out there that look pretty good but then I started looking at the power and decided no VQ35. Hmmm, what about VQ37? still pretty new and prices were still pretty high for a VQ37 with tranny and harness. I started to think about the old american love of sticking a V8 in a small foreign car like Carol Shelby. Why not? The SCARAB was our answer to this question. But the early generation small block engines were heavy and not what I was looking for in a car to track. After seeing Dave Palarmo's LS1 240Z at the 2008 ZCON @ mid-ohio I thought that was a nice setup. Doing some research on it; the LS engine is a few pounds different than the L28. Buying a LS1/T-56 combo was easy to come by but many of them have oil issues (lack of owner responsibilities in changing the oil) and ragged out / tranny issues with hard shifting over 80K+ miles on most of the combo's. Started looking at the various LS engines and options. The F-Body SS Camaro's and Firechickens were around and running car would cost about 4-6K depending on the condition. Better the condition the better the care I thought...THen started looking at wrecked GTO's for LS2 engines with lower miles. About the same in price. I put the word out and found an LS6 at the right price. A fellow track junkie and known around the circles; I was pleased to find this beast with about 4800 miles on it and already had a hot cam installed. So off to the rodeo I went. I started to strip down the Z and for the past three years- due to three crazy kids, wife and job...I'm "almost done!" kind of...at this point I'm just ready to get her started and shake out a few things- mainly what is left to do: Run brake lines (MC to wheels all aorund) Finish fuel lines (today?!?) Dash decision - Aluminum or stock (going twords aluminum to just do it...) wire it up Radiator Exhaust Battery wires THE LIST [Drivetrain] LS6 Engine - Fuel Injected with cable throttle body. T-56 Magnum- Enough to hold 600 HP. - Stock will not work (for long) Q45 / CV shafts. Driveshaft shop Aluminum driveshaft DXD dual friction clutch Interior Roll bar Auto-Meter guages Start switch Battery relocation / lighter battery Exterior ZG flares BRE spoiler [Chassis] Bad Dog Racing full frame rails New floor pans Stripped and painted underpan Stripped and painted front clip [Fuel] Fuel cell - 16 gal Summit circle track Russell Fittings Bosch 44 fuel pump Speedway LS conversion regulator For now- stock fuel rail [suspension] TTT rear lower control arms Coilovers - Koni Shocks Quick steering couplers / bump steer spacers TTT T/C rods TTT Lower Control Arms [brakes] AZC Wilwood on all 4 corners (6/4). Heavy Duty Rotors SS Lines all around Wilwood 1" MC 280Z Booster Pics attached... Thanks to Matt Isbel and Mike Kelly for inspiration as well as the countless hours on HYBRIDZ allowing me to second guess everything and upgrade upgrade upgrade... This is my first real track car so I'm sure I've screwed up somewhere- feel free to tell me -much of this has been a great learning experience from restoring cars since I was a kid helping my Dad to what I've built to date. So far I'm really happy and wish I could be ready for ZDAYZ but looks like that's out this year- Hope to get her to CMP this summer... Right now, I'd like feedback on the fuel setup - how much fuel starvation will I have and do I need to sump it? Any concerns with my setup like heat soak or fuel starvation issues I can avoid? Thanks in advance for the feedback
  3. My cousin has an aluminum black ls1 and what I assume to be T56 manual transmission sitting at his shop which I feel that if I showed enough interest in I could get for a decent price. Only problem with that is that I've already decided that I want this Datsun to be turbocharged and I feel like an ls that makes roughly 300 he (sorry if that's horribly incorrect) would already be a riot in a car that weighs like 2600 lbs. Then to add on to that a turbo would make the car generally Un-safe because I plan on daily driving this in most if not all conditions. I'd like some feed back on how you all like your ls swaps and if you would recommend it. Thanks guys! - Grayson. Ps; another reason I feel like this swap is more practical is because my dad is an absolute die hard GM fan and would prefer an American V8 compared to a foreign in line 6
  4. This is my first 240z/ LS swap and I'm having trouble finding whos got the better motor mount for ny application. I already have the motor and 700r4 trans ready to go. The motor is comming out of a 1985 chevy 4x4 witch originally was in a 99 gmc Sierra. I see that the plates have the hole pattern already drilled for standard chevy motor mounts. knowing this, would the v8 swap kit that the thezstore.com offers work? Or is there a better mounting package out there for ls1? The motor mounts are more of a cocern for me, i think i can easily fab a 700r4 mount once the motor is in place
  5. I finally got the 5.3 and 4l60E swapped in after about 2 1/2 years of collecting parts. I have obtained alot of useful information and parts from this website so I thought I would share my experience with the forum. If you have any questions about the Z or ideas on how to do something better please post it. I hope you guys enjoy! This is how it started for me. About 4 years ago I was watching a video on Youtube of a LS swapped Z car and thought, that looks like fun. So here I am. I purchased the car from a gentleman in Colorado that had previously bought it from California. It was his "backup Z" incase his was wrecked or stolen. He decided to liquidate so that's when I swooped in and got it for a mere $2,000. It was a great deal. An all original Z car with very minimal rust and 85k miles. I trailered the car home and I immediately started in on the L28 engine and getting it running. I'm sure it sat for about 22 years from what I could tell because it still had a 1986 California liscense tag on it. The goo in the gas tank was not easy to clean. Within 2 weeks it was running and I was driving everywhere. Then the parts collecting started for the swap. I'm more of a picture and video kind of person so I'll keep the story time short and start in on the specs and pics. All custom components were made and installed by myself except the exhaust,fan shroud and JCI swap parts. Engine: 5.3 LM7 from a 2001 Avalanche Current Performance Fuse/Relay box Texas speed 224R camshaft .581 .581 lift, 224 224 duration, 112 lobe sep F-body oil pan and front accesories. LS6 intake and injectors Heat sink ignition coils Bosch 044 fuel pump with Corvette fpr/filter Sanderson shorty headers exhaust 2, 2 1/2" pipe from headers going into a single 3" with magnaflow muffler. Electric cutout after the Y JCI swap kit Trans: 4L60E Transgo shift kit 3200 Vigilante stall converter B&M Prostick shifter Diff: R200 with stock axles, 3.54 ratio Phantom Grip limited slip unit Weight: 2860lbs with 1/2 tank and all spare tire essentials 1/4 Best so far with stock 14" pizza cutter tires is: 12.32 at 112mph Sept 6, 2013 12.28 at 112mph Sept 27, 2013 11.90 at 115mph Oct 11, 2013 M/T slicks 11.74 at 115mph Oct 25, 2013 The ride when it made it to it's new home Engine bay cleaning and paint Engine ECM wiring and integrating the Current Performance fuse/relay box ECM brackets Maxi fuse setup I used to get rid of fusable links. mounted under ac/heater blower Transmission (4L60E) with 3200 stall 1997 Honda Odyssey brake light switch (left) needed for the automatic lockup solenoid. The factory switch (right) only has a NC contact and I need both NC and NO contacts B&M Prostick Fuel pump setup. Mounted on stock rubber isolated mount and then relocated behind diff 3/8 Aluminum Fuel line running in factory brackets all the way up to the drivers side of engine Installing Phantom Grip in diff Custom made coil brackets, 5.3 truck brackets set coils to high and interfered with fuel line Custom made battery bracket Aluminum sheet metal fan shroud and Zirgo cooling fan T I made to run the steam vent lines to External trans cooler in addition to radiator trans cooler and lines Air intake setup. Two 3.5" mandrel bent aluminum 90s and a few rubber couplers with 85mm MAF. K&N 4" filter Exhaust As she sets now. Sept. 16, 2013 Track time! My Z sitting between two heavy weights. It looks like a go cart in comparison. Link to some videos; Walk around http://www.youtube.com/watch?v=MYIVVa7ghPw Trans testing http://www.youtube.com/watch?v=dRIn6NH2S5w Dyno run https://www.youtube.com/watch?v=w0E18f-T0MQ Sound clip http://www.youtube.com/watch?v=bDd6sj8DLdI
  6. So I figured I'd start a build thread for my Z. I am most definitely a newbie, so any and all tips, comments, and criticisms are very welcome. Here's a list of the cars I've owned. 89 240sx 91 240sx 90 240sx 90 300zx TT 97 A4 2.8 quattro 68 mustang fastback 74 MG midget So as far as my car history, I've had quite a few of running projects (minus the fastback). That being said... None have scared me quite as much as the 280z. The reason is I'd like to do the LS1/T56 combo in it. I'm in Texas and there is a shop in Fort Worth ( Larry's Speed and Custom) that will put the engine and tranny in and set up the AC and power steering for $5K. I will have to source and purchase the engine myself. It starts to hit the wallet pretty hard, all at once. I was also thinking of a 302, then finding someone to do the welding/fab work for me. I don't have the equipment and I would be afraid of ruining this car. Anyway... Here are some photos. Gotta love the two sided Paint. It's really rust free and fun to drive as it sits. Now I just need to figure out which engine I'm gonna do. soon I will have some webisodes on youtube of the build/ownership of the Z. If nothing else, I should have fun. Cheers.
  7. aveloz

    headers 2

    From the album: daily driver

    took me around 100 hours of work from start to finish to make these.
  8. I'm attempting to track down the current or previous owner of a 1977 280Z which is mentioned in this blog post: http://carticular.blogspot.com/2012/09/ebay-find-77-280z-ls1-swap.html The car was once for sale in Gretna, LA and listed on eBay in September 2012. Any help appreciated!
  9. Ok I'm about ready to purchase my fuel setup (1 month out or less) and here's my delimma... I am using this car for almost everything: -daily driver -autocross/road coarse track days -weekend get away car with gf What's the most reliable setup for a fuel system using an aftermarket fuel cell? Pros and cons of each setup and I'm up for others ideas. I'm more than likely going with the following: -Corvette FPR (WIX 33737) -Walbro 255 Kit (GSL392) -Fuel Filter -Fuel Shut Off Valve near tank (ease of changing filters/pumps etc...) -16 or 20 gallon fuel cell with dual -8AN sump tank (plastic) from summit/jegs with fuel level sender for autometer gauges 0-90ohm... The question is which line setup is more long term without using SS hardlines? -Push Lock Hoses from major parts sellers (haven't seen it used often) -Aluminum Hardlines for bulk of fuel setup (worried about rubbing holes over long term/but cheaper for lines and fittings/still need braided for some sections/easy to flare) -SS Braided Lines (vapors coming through lines over time/how often to replace/more expensive) My HP goal is 350-375rwhp at the most so I don't worry about breaking my 300ZXT CV's as often. Hence the -6AN line choice. Thanks for the help in advance!
  10. I'm a newbie to this site and i'm blown away by the depth of information that has been compiled. i'm about to pull the trigger on this engine and trans combo...with only 22k miles on them. Does anyone have comment about this engine/trans combo? Is it recommended to swap out the R180 diff to something else? Suggestions? Also, can I utilize my current drive shaft? I appreciate your time in responding. I'm attaching a pic of my car that I'll be swapping into.
  11. So this past weekend we had a dyno day here in NW Arkansas so I had a chance to get my Z on the dyno and do a little tuning. My setup consists of a 98 LS1/T56 with 799 milled .035 for around 11.5:1 compression. My own custom built longtube headers. Stock LS1 intake, stock cam. Tune that could still use a bit of polishing up, but its decent. Anyways on to the results/pics/videos. Dyno'd saturday morning on a Dynojet. For comparison a 98 Camaro with nothing but headers and a slight tune put down 330/341 torque. Anyways my final results after 4 pulls and a couple tune tweaks were 348rwhp@~5500rpm and 370rwtq@~4500rpm. Tune could still use some tweaking, tried to do some more logging at the track, my launch/1-2 shift were shorting something out or causing my buddies laptop to stop logging, so I was only able to get one log when I just rolled up to 3rd and 4th gear. And on to the track results. My best time of the day ended up being and the video is of that pass: 60ft: 2.0217 330ft: 5.3256 1/8 ET: 7.9681 1/8 MPH: 93.91 1000 ET: 10.2482 1000 MPH: 108.04 1/4 ET: 12.1520 1/4 MPH: 118.33 That poor fox body never stood a chance lol. This is the second time I've gone to the track on the same axles, normally I break them on a daily basis, but the one thats in there now must be made of unubtanium or something! I was shifting hard the last few passes as well, almost WOT shifting 3rd and 4th, launching pretty decent, and was getting lots of wheel hop, and it kept on going. If my local track back home was a 1/4 mile instead of 1000ft I know it would do 11s without changing a thing, I pulled a 10.06 in the 1000ft at my local track, and my MPH is up 2+ from that 10.06 pass. -Will
  12. I'm looking for a used or new set of the JCI ls1 sanderson shorty headers that they sell for $330. I am trying to cut costs as much as anybody else would and don't have the means to build a custom set. New or used shoot me an offer via pm shipped to 37871. Thanks, Travis
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