blue_leaf Posted August 10, 2006 Share Posted August 10, 2006 Thought it might be usefull if we create a database for people to see who is running what and not search through a million pages to find individual threads dedicated to everyones' setup. My L6 setup doesnt deserve its own thread anyway (yet), and I thought I will use it to start off this database. Lets keep it nice and simple and follow this template... also please no discussion here - just specs, again for the ease of use. #1 Engine: Block: L28 - F54 out of 280ZX Head: E30 (off Australia delievered R30 skyline I am guessing); Camshaft: stock??? (no idea really) Redline: stock Compression: 10.21:1 (according to lengine software) Fuel System: stock 280ZX EFI Power: yet to be dynoed @ XXXXRPM Torque: as above @ XXXXRPM Link: to the individual thread about the engine if you have one Quote Link to comment Share on other sites More sharing options...
johnc Posted August 10, 2006 Share Posted August 10, 2006 Engine 1 Block: L28 - N42 Head: N42 Camshaft: Sunbelt 310 duration, 564/534 lift Redline: 7,900 Compression: 13.6 to 1 Fuel System: Motec M48 Power: 320 @ 6,800 rpm Torque: 275 @ 5,600 rpm Engine 2 Block: L28 - F54 Head: P79 Camshaft: stock Redline: 6,500 Compression: 9.0 to 1 Fuel System: SUs Power: a little Torque: some Quote Link to comment Share on other sites More sharing options...
JustinOlson Posted August 10, 2006 Share Posted August 10, 2006 John, did you ever have problems with the crankshaft at those Rpms on engine 1? Also, any change you have an engine dyno from either the chassis or engine dyno? Regards Justin Quote Link to comment Share on other sites More sharing options...
johnc Posted August 10, 2006 Share Posted August 10, 2006 No bottom end problems but I rarely went beyond 7,500 rpm with the engine. I have an engine dyno chart but its an Excel spreadsheet that I typed up from a hard copy Sunbelt gave me. Quote Link to comment Share on other sites More sharing options...
510six Posted August 10, 2006 Share Posted August 10, 2006 Block: L28 - N42 Head: N42 Camshaft: WEB .488 Lift 280 duration on 114* lobe centers Redline: 7,200 Compression: 8.5 to 1 Fuel System: AEM EMS Power: ?? Torque: ?? Power Adder: T67 turbo charger,50-75 whp shot of N20. The motor has not been finally tuned and dynoed yet. Quote Link to comment Share on other sites More sharing options...
thehelix112 Posted August 10, 2006 Share Posted August 10, 2006 Engine 1 Block: L28 - F54 Head: P90 Camshaft: stock Redline: 6,500 Compression: 7.38 to 1 Fuel System: Autronic SMC EFI Power: over 300hp Torque: NFI Quote Link to comment Share on other sites More sharing options...
Administrators BRAAP Posted August 11, 2006 Administrators Share Posted August 11, 2006 The information I’m about to give was given to me by a reputable and valued member of this forum and hopefully he’ll chime in, (please Cary McC?), as there is a good chance that my memory of this conversation back in the early ‘90’s has become distorted… Cary and his father did rev the bejeezers out of the L-series, no matter if it was a mild street Z or a full blown Race Z, That is how they drove, that I do remember as accurate. Cary still revs the snot of whatever he runs on course, LOL. Any how, I remember him mentioning that they did break more than a couple L-series cranks. If my memory serves, he said that the OE Datsun L-28 crank is good for 8500-8700 RPM MAX! At that point the crank will break right at the rear main. As I remember this conversation, he said running as light a flywheel as possible and a quality heavy a damper on the front allowed for the most RPM before failure occurred, such as a FluiDamper modified to fit the L-crank. The crank would break right at the rear main separating the flywheel from the engine. That is all I recall from that conversation at one of the local events back in the early ‘90’s. Hopefully he’ll see this thread and chime in… Quote Link to comment Share on other sites More sharing options...
mario_82_ZXT Posted August 11, 2006 Share Posted August 11, 2006 Someone (not Tony D) has always said that the L engine crank has some terrible harmonics at around 8.5k rpm. There is something that can be done about it though, considering the LSR car runs 9k rpm. If you're wondering how to make your engine rev higher, a good balance job, forged pistons, better valve springs, and you're pretty much set (what I've been told). What is highly recommended is an aftermarket damper, with an upgraded bolt and washer. Mario Quote Link to comment Share on other sites More sharing options...
turbobluestreak Posted August 11, 2006 Share Posted August 11, 2006 has anyone tryed to cryo a crank?? tbs Quote Link to comment Share on other sites More sharing options...
jgkurz Posted August 11, 2006 Share Posted August 11, 2006 Engine 1 Block: L28 - N42 Head: N42 Camshaft: Sunbelt 310 duration' date=' 564/534 lift Redline: 7,900 Compression: 13.6 to 1 Fuel System: Motec M48 Power: 320 @ 6,800 rpml Torque: 275 @ 5,600 rpm[/quote'] John C, Was this the engine from the Rusty Old Datsun? Your numbers are truly amazing. I'm humbled as my engine might make 200HP without the turbo. I can't say I've personally ever seen an L28 make peak power at such a high RPM. The best I've seen from a big dollar turbo L28 on this forum is 6300. You must have a cam and cylinder head that work well together. With lower compression, a turbocharger and a split pattern cam you'd have a 600HP engine I bet. Enough bench racing. Thanks for sharing. Here's my spec's. Block: L28 3.0L - F54 Head: P90 Camshaft: Isky 290/280 Dur 490/480 Lift Redline: 7,000 Compression: 7.6 to 1 Fuel System: Electromotive Tec3 Power: 371 @ 5,500 rpm (rear wheel) Torque: 427 @ 4,300 rpm (rear wheel) Power Adder: T3/4 turbo Quote Link to comment Share on other sites More sharing options...
evildky Posted August 11, 2006 Share Posted August 11, 2006 stock 183k junkyard motor with megasquirt I have the rev limiter set at 6800 and I use it, with my old stock 2.4 on carbs with MSD and an electronic distributor I frequently ran to 8k while autocrossing, no power up there but beats upshifting just to downshift Quote Link to comment Share on other sites More sharing options...
(goldfish) Posted August 11, 2006 Share Posted August 11, 2006 What crank are all of you running? The afore mentioned LSR car is spinning a l20a. Quote Link to comment Share on other sites More sharing options...
tube80z Posted August 11, 2006 Share Posted August 11, 2006 Cary and his father did rev the bejeezers out of the L-series, no matter if it was a mild street Z or a full blown Race Z, That is how they drove, that I do remember as accurate. Cary still revs the snot of whatever he runs on course, LOL. Any how, I remember him mentioning that they did break more than a couple L-series cranks. If my memory serves, he said that the OE Datsun L-28 crank is good for 8500-8700 RPM MAX! That's pretty close. The 8500 limit was for an L24. And as Paul mentioned it wouldn't hack much beyond that wihtout becoming two pieces. We even tried the nissan comp forged crank and had similar results. The ultimate solution we went with was to drop the rev limit to 8250 and call it good. When we switched to an L28 we called nissan comp and they indicated 8K would be about the max. So we went to 7800. The generall warning sign of a broken crank was a clutch pedal that jumped when you pushed it in and the flywheel would fall off when you took the motor out In almost all cases the front pulley bolt could be removed by hand after this happenned. If you lose something on one end the other takes a serious beating. Cary Quote Link to comment Share on other sites More sharing options...
johnc Posted August 11, 2006 Share Posted August 11, 2006 Ultimately there's an upper limit to anything. For the Nissan L6, its around 8.5K rpm. On the ROD the crank was a diesel crank lightened by 17 lbs, knife edged, nitirded, and striaghtened to within .0001". It had Carillo rods, JE forged pistons, an ATI Super Damper, and a QM 5.5" dual disk clutch. That bottom end is now in a vintage racing 240Z that runs with VARA and HSR West. Quote Link to comment Share on other sites More sharing options...
Tony D Posted August 12, 2006 Share Posted August 12, 2006 Tony D has always said that the L engine crank has some terrible harmonics at around 8.5k rpm. Never ever have said any such things! People should be wary about attributing quotes to me that have not passed from my lips! I have ONLY stated that we ran our .040" L28 to 8500, and that was a function of the gearspacing in the transmission, and our power curve. Shifting at 8500 was possible, but in actual testing, and after almost four seasons of shifting at 8500 through all the gears, our fastest times and best speeds were had starting the vehicle in third gear with a push start, and shifting at 8500. Basically first and second were a waste of time. So from that, I can see nearly sometime in the future someone will say "Tony D has said spending time in first and second on a road racing course is wasted time." Please DON'T put words in my mouth, and RETRACT that comment! I never said it, and it is at a point where I will INSIST that you show me the place where YOU sourced that information saying I did! As for the current LSR car, with the L20A crank, and 1998cc displacment, yes we are shifting at 9000+rpm (9300 initially) simply beause this engine is making peak power in the 8750rpm range. To hear an L-Engine revving for 30+ seconds above 9000rpm changes what you think about what an L-Engine sounds like! Mind you, these are not "Redlines" they are "Shiftpoint" numbers. Currently the limiter on the 2.8 program was around 8700, and the 2.0 program is 9500. Redline is more a function of valvetrain componentry than crankshaft harmonics, and first and second critical speeds. But I digress, I chimed in here to say I NEVER said the quote above, in no place, at any time, and that the poster is inaccurately attributing statements to me that are false. Quote Link to comment Share on other sites More sharing options...
johnc Posted August 12, 2006 Share Posted August 12, 2006 But I digress, I chimed in here to say I NEVER said the quote above, in no place, at any time, and that the poster is inaccurately attributing statements to me that are false. I did not inhale! I did not have sex with that woman! Quote Link to comment Share on other sites More sharing options...
thehelix112 Posted August 12, 2006 Share Posted August 12, 2006 Tony, What sort of prep do the L28 crank did you do to get it to 8500? What balancer and flywheel? How long did the engine last? More details would be great. Dave Quote Link to comment Share on other sites More sharing options...
mario_82_ZXT Posted August 12, 2006 Share Posted August 12, 2006 I edited my post... sorry.... I know there is someone who has stated the above... I'll try finding who it was. Mario Quote Link to comment Share on other sites More sharing options...
rayaapp2 Posted August 13, 2006 Share Posted August 13, 2006 But How fast you can rev will have a lot to do with the amount of torque the individual engine transfers to each connecting rod. That is IF you look to the bottom end for your limitations. The top end as Tony pointed out is the starting point though. Quote Link to comment Share on other sites More sharing options...
olie05 Posted August 13, 2006 Share Posted August 13, 2006 I have ONLY stated that we ran our .040" L28 to 8500' date=' and that was a function of the gearspacing in the transmission, and our power curve. Shifting at 8500 was possible, but in actual testing, and after almost four seasons of shifting at 8500 through all the gears, our fastest times and best speeds were had starting the vehicle in third gear with a push start, and shifting at 8500. Basically first and second were a waste of time. So from that, I can see nearly sometime in the future someone will say "Tony D has said spending time in first and second on a road racing course is wasted time." [/quote'] Ok, I'm going to bite. What kind of racing were you doing where the mechanical advantage of first and second gears were slower than pushing a car? Was another car pushing it (i know you do land speed record racing) what rear end ratio was used? clearly, you have caught my interest Quote Link to comment Share on other sites More sharing options...
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