Guest racingfanscjww Posted August 13, 2003 Share Posted August 13, 2003 will be picking up the 79 280ZX this weekend and will start gutting it right away, first this is an automatic car and I plan on doing a simple swap (SBC with carb, turbo 350) for my first time, are there any advantages with this car already being an automatic? And how much of the underhood wiring harness should I save? Also is there much of a market for the L6 and auto that I will be pulling out? And I'm a very good fabricator and have access to welders, plasma cutters and such, is it possible to get templates somewhere so I can make my own mounts? I have more questions but will stop with those for now! Thanks, Chris......... Quote Link to comment Share on other sites More sharing options...
Guest Nic-Rebel450CA Posted August 13, 2003 Share Posted August 13, 2003 These questions and others that you dont even know that you have yet can all be answered in the JTR conversion book ok, well, maybe not all of your questions, but it should help some Quote Link to comment Share on other sites More sharing options...
Guest greimann Posted August 13, 2003 Share Posted August 13, 2003 Good choice for a swap! Making mounts for a ZX is a lot simpler than a Z because you put the isolators directly on top of the cross member, no JTR setback. The type of mount you make is dependent on what style of isolator you use. I used the 4 bolt clamshell style and a fabricated flat plate with a spacer on the left side is all that is needed. See pictures on my web site below. The 3 bolt isolators require more work. You may want to reconsider the TH350 trans unless this is a track only car. You are really going to want an overdrive for highway driving. You might be able to reuse the shifter from the AT The entire EFI harness can be trashed, but before you get out the sawzall, take it slow and work your way through it. Become intimate with the wiring diagram so you don't trash something you really needed. Also be aware that a carbureted car is a very tight fit under the hood of a ZX. If you want to avoid a hood scoop, stay with an intake that is no taller than an Edelbrock Performer and use a drop baser air cleaner. Good Luck! Quote Link to comment Share on other sites More sharing options...
DavyZ Posted August 13, 2003 Share Posted August 13, 2003 You can keep most of the wiring harness--the JTR book addresses the 240Z-280Z so I'm not sure the electrical section directly pertains to you, other then hooking everything up---buy the book and then sell it when you are done. The engine can be sold for $100-$200. Not sure about the tranny. The engine block is what seems to be valuable, not so much the FI stuff. Davy Quote Link to comment Share on other sites More sharing options...
Guest racingfanscjww Posted August 14, 2003 Share Posted August 14, 2003 what overdrive tranny would I be looking for? what years? I've always been a mopar man and am not very as knowledgeable later GM stuff, I guess I should go the mopar route but the GM stuff is so much cheaper and easier to get! Quote Link to comment Share on other sites More sharing options...
Guest billy383Z Posted August 14, 2003 Share Posted August 14, 2003 As far as GM overdrive auto trannys go, there are a few choices. There are the Turbo 200-4R, the 700R4, the 4L60E and the 4L80E. Of these, I would (did, actually) choose the 700R4. There are fewer performance parts available for the 200-4R, and the 4L60/ 4L80E's are both externally electronically controlled, from the same computer that controls the EFI in late GM cars. I have the 700R4 in my car (built by TCI) and haven't had any problems with it. My only gripe is that 1st gear is a little bit too low (3.06) and there is a bit too much ratio spread from 1st to 2nd gear. It's not electronically controlled, it uses a TV cable like the old Turbo 400. It does have provisions for the lock-up converter, if you should choose to go that route. I have a TCI Street Fighter converter with lock up, but I don't use the lock up feature. The converter stalls at 2200 rpm, and my normal cruise rpm in overdrive is about 2400 (75 mph). Around town, I leave the trans in 3rd gear instead of OD, and 2400 rpm gets me about 45 mph. Quote Link to comment Share on other sites More sharing options...
Guest racingfanscjww Posted August 14, 2003 Share Posted August 14, 2003 so it would not be wise to run much more than a stock or low stall converter with a 700R4 because at cruising speed it is barely out of stall. Well a stock converter would probably fine for me right now because this going to be initially a low-buck project that me and my 13 year old daughter are doing and she will be driving it eventually. We have an Acura Integra LS that she is dying to turn into a Fast and the Furious car, but I'm more old school and just can't give up the sound of a good old V8. With this project we are kind of meeting in the middle. Quote Link to comment Share on other sites More sharing options...
Guest Aaron Posted August 14, 2003 Share Posted August 14, 2003 You don't state where you are from, but it you are near Dallas, there is a member looking for a L28 now. Check this post http://www.hybridz.org/phpBB2/viewtopic.php?t=24889&highlight= BTW, I would love to see a mopared 280ZX. Go for it, you know you want to. Quote Link to comment Share on other sites More sharing options...
Guest racingfanscjww Posted August 14, 2003 Share Posted August 14, 2003 actually I'm closer to you than to Dallas, I live in Calera Al, 35 miles south of B'ham right off of I-65. I would like to sell this engine when I get it out but I could not swear to the condition, and your right I want to build a mopar-Z so bad I can't stand it you never know I might just do it if I can find some reasonable parts. Quote Link to comment Share on other sites More sharing options...
Guest billy383Z Posted August 14, 2003 Share Posted August 14, 2003 The torque converter you choose must be based upon the cam you put in your engine. If you put in some big lumpy grind with 250º duration at .050" and .530 lift, there is no way you are going to be able to go with a stock torque converter. The reason I chose the TCI street fighter 2200rpm stall converter is because it matches the cam profile I chose. My cam is a relatively mild grind (for a 383 Chevy SB). It's actually a 4x4 truck/RV type hydraulic cam with lots of bottom end and midrange power. It is 218º/228º duration at .050", and only .472" lift. The torque converter (and camshaft) you choose also depend on the gearing and weight of the vehicle. I left the stock R200 diff with the 3.54 gears in it. If you are going to change the diff or the gear ratio, you will have to pick your components appropriately. Quote Link to comment Share on other sites More sharing options...
383 240z Posted August 24, 2003 Share Posted August 24, 2003 Billy383z If you'r not happy with the 700r4 due to thr rpm drop between 1st and 2nd and think 1st is to low take a CLOSE look at the TH-2004r these are GREAT trannys. they are smaller than the 700's a bit lighter and just as strong. and as far a performance parts there are a TON of them. Take a look at ScottieGNZ's car (he is a member on this board) This is the tranny that was used on the turbo buicks that stalked prey on the streets for the last15 yrs. Keith Quote Link to comment Share on other sites More sharing options...
Guest billy383Z Posted August 25, 2003 Share Posted August 25, 2003 383 240z, do you know offhand what the gear ratios are for 1st and 2nd in the 200-4R? When I bought my 700R4 6 years ago, TCI didn't offer a performance 200-4R. I defintely wanted the overdrive on acount of the 3.54 rear gears and the relatively short tires that I have on the car. Also, what is the OD ratio of the 200-4R? The 700R4 has .76:1 for overdrive. Interstate cruising at 75 mph, I am only turning 2500 rpm, and get just over 20 miles/gallon (carburated engine, not fuel injected). I do take the car on trips occasionally, so the high OD gear is relatively important to me... Also. did the 200-4R come in any chevy production cars that had chevrolet engines in them? The Regal GN's use the Buick/Olds/Pontiac bolt pattern transmission, and these won't bolt to a Chevy block... Quote Link to comment Share on other sites More sharing options...
Tim240z Posted August 25, 2003 Share Posted August 25, 2003 Billy,I pulled a 200 4R from a Buick regal in the JY and the bolt pattern works on the SBC. Ratios are: 2.74, 1.57, 1.00, 0.674 700R4 ratios are:3.06, 1.63, 1.00, 0.70 Tim Quote Link to comment Share on other sites More sharing options...
383 240z Posted August 25, 2003 Share Posted August 25, 2003 Chevy used them in the monte carlo ss and a TON of other cars I see them with the unibolt bellhousing in the boneyards for a decent price. I dont have the ratios handy but a quick search on the web will score you that info. I just picked up a core from the JY for $40 that came with the TC, dipstick, yoke, and TV cable. Keith Quote Link to comment Share on other sites More sharing options...
383 240z Posted August 25, 2003 Share Posted August 25, 2003 Thanks Tim you type faster than I think sometimes. Keith Quote Link to comment Share on other sites More sharing options...
Guest benjlv Posted August 25, 2003 Share Posted August 25, 2003 the 200r4 was on the buick 231 motor which jsut happens to be a shortened sbc 350....hence the great sucess of the 3.8L motor... Quote Link to comment Share on other sites More sharing options...
Guest billy383Z Posted August 25, 2003 Share Posted August 25, 2003 Thanks, guys. Those gear ratios seem a lot more usable to me than the 700R4's. Especially when you consider that I am making right at 400 lb/ft of torque, I don't really need a 3.06 first gear to get the car moving. The jump from 1st to 2nd isn't quite as drastic in the 200R4, either. Also seems to have a slightly higher overdrive gear, also...sounds like just what the Dr. ordered. I'm going to have to visit some of the local JY's to see if I can locate a decent core to work on. Do either of you know if the torque converter from the 700R4 (31 spline input shaft) will work with the 200-4R? Quote Link to comment Share on other sites More sharing options...
Guest billy383Z Posted August 25, 2003 Share Posted August 25, 2003 benjlv, I can tell you in no uncertatin terms the the buick v6 was in fact, definitely NOT a shortened sbc...I have owned cars with the buick v6, and perhaps the only interchangeable parts from the chevy and the buick engines are the ignition control module and the rotor from inside the distributor. The buick v6 is more closely related to the buick v8, but is still an engine design all it's own. Among other differences, the most obvious is that the buick V6 has the distributor in the front, mounted at an angle in the front cover of the engine. The sbc has it's distributor in the back of the engine, sticking straight up. Chevy used to make a 90º v6 that was 229 cu. in., and was installed in many of the same cars as the buick v6 was. The 4.3L vortec, and the old 229, were both shortened versions of the small block chevy. The 4.3, in fact uses the same pistons and rods as the 350 chevy motor. Quote Link to comment Share on other sites More sharing options...
383 240z Posted August 25, 2003 Share Posted August 25, 2003 you can NOT use the 700 TC on a 2004r the good news is you can find a D5 converter. They stall around 2500rpm if my memory is right. I see them on http://www.turbobuick.com and http://www.turbobuicks.com every once and a while. Keith Quote Link to comment Share on other sites More sharing options...
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