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Showing results for tags 'P90'.
Found 8 results
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Hello! Looking for an N42, P90 or running l28et around Washington State. For an engine of same value; I have nearly a full LM7/CD009 swap, has a tune just starts and dies, r180/r200 1310 adapters (including new driveshaft and dirty Dingo engine mounts), decided to go back to the L28 instead (or another one of the other engines listed), more info if requested.
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I currently have a P90 head that needs to be replaced on an F54 block. PM me if you have one available. Thanks, Zack
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Looking for a N42 or P90 head. Looking to practice porting so ok if they are junk heads or warped. Located in San Francisco Bay Area work in Mountain View and live in San Jose.
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Managed to source a P90 head thanks everyone. - Please delete. Looking for P90 head (non Hydraulic lifter) for motor build. I am located in San Francisco Bay Area.
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I am planning on building an L28 for my '72 240z. I've done lots of reading, and of course have discovered the information on DatsunZGarage. I am planning to follow his setup on a P90/F54 (Which I already own) pretty much exactly. It is a pretty moderate build, and I'm not going to go overboard into performance. I try to daily drive the Z when I can, which includes a 100 mile commute. My main concern is pinging. Shaving the head 0.080" brings me up to around (Probably a little over, I don't know what size pistons I need yet) 10:1. With the P90's head design this shouldn't be an issue, but I am in California so I really only have access to 91 octane and I don't plan on using any octane booster. If this is CR even an issue, I'd rather just get the compression a bit lower from the start, than retarding timing and potentially losing performance that way. I understand how the camshaft and valvetrain geometry is kept in line with his setup, what I don't know is if I want to lower it a bit, how to go about that the best way (Say shaving just 0.060" instead). Like I said, I have done lots of reading, and have searched on here and haven't quite found my answer. This is probably more a question of general engine building than specific to the L series, but you guys likely know best and I figure it should be a fairly short and sweet answer. I'll try to get a thread together showing my progress with the car soon too, it's been a lot of work but I enjoy it, and I love my Z. Thanks!
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I've got an idea that is most likely ill advised, but I figured I would run it by those more knowledgeable than I before dismissing it completely! Anyway, let me first list what I've got (this is for a 75' S30 2+2 with an L28ET): I've got a manual 240SX 5-speed gearbox that is out and ready to be mated to my 4-speed bell housing. I've got a P90 head (which was cast with an opening for a mechanical fuel pump, despite not being intended for use with one), a camshaft with an eccentric end piece and a spare mechanical fuel pump. I've got a replacement radiator that comes from the factory with a transmission cooler (as was equipped with automatic models). See where I'm going with this? Would it be possible to pump the transmission fluid through the cooler using the mechanical fuel pump? As far as I can tell there shouldn't be any problems with this configuration, but being so deceptively simple leads me to believe I'm overlooking something obvious. Advantages would be: A.) Cooler transmission fluid. B.) The ability to constantly filter the fluid instead of relying on one small magnet catching only ferrous contaminants. C.) The simplicity of using readily available and professionally manufactured components from within the Nissan family. D.) Cost. I've got everything aside from the few fittings and lines required to connect it all. Disadvantages: A.) Not very efficient. B.) Pump not intended for the heat and viscosity associated with transmission fluid. Comments? Ideas? Suggestions?
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I am currently in the market to start sourcing parts for a turbo swap into my S30. I am interested in anything you may have to get me to my goal, which is as of right now, to run a stock l28et in my 240z. The more complete of a swap the better for me. Let me know what you've got
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Alright ive been reading up on converting an f54, p90 head motor to a carb set up. Im unsure the differences in heads. I have read that the p79, p90, and p90a heads have the same valve size, combustion chambers, and intake runners. The exhaust ports differ from the p79 ( they have diamond shaped inserted exhaust runners) head to the p90, p90a. Is this true? Im wondering because i have read the p90 and p90a heads have larger combustion chamber because they were designed for the turbo motor.
