ZIPPY Posted May 12, 2012 Share Posted May 12, 2012 Thats a hell of a cam! Almost the same as mine with a little less duration and a slightly smaller lobe separation. Sounds like this should power band around of 8000rpm. I am pretty much at this stage in my build, I just had to order a valve relief cutter for the pistons. Quote Link to comment Share on other sites More sharing options...
inline6 Posted May 13, 2012 Author Share Posted May 13, 2012 (edited) I got the cam from Kinetic Sunbelt in GA. With the springs they supplied (single - not double) they said not to run it higher than 7700 RPM, but that is close to 8k... The seat pressure (installed) was checked and found to be only 56 lbf. At ~.550" lift, the springs were only supplying 190 lbf. Because the spring pressure is so light, my engine builder is strongly recommending the use of titanium retainers. The receipts just keep adding up. Here are pictures of the work just now done to add PTV for the intake valves. Garrett Edited May 13, 2012 by inline6 Quote Link to comment Share on other sites More sharing options...
DatsunZman04 Posted May 15, 2012 Share Posted May 15, 2012 Thats a work of art, I wished I had that setup. good work. Quote Link to comment Share on other sites More sharing options...
ZIPPY Posted May 23, 2012 Share Posted May 23, 2012 I got the cam from Kinetic Sunbelt in GA. With the springs they supplied (single - not double) they said not to run it higher than 7700 RPM, but that is close to 8k... The seat pressure (installed) was checked and found to be only 56 lbf. At ~.550" lift, the springs were only supplying 190 lbf. Because the spring pressure is so light, my engine builder is strongly recommending the use of titanium retainers. The receipts just keep adding up. Here are pictures of the work just now done to add PTV for the intake valves. Garrett Wow that is an incredibly light seat pressure! You're not worried about sealing issues or anything? My double springs seat at 125lbs and are 270lbs at .500. You will have much less valve train resistance than I will for sure. As for the Ti retainers that is a must with pressure that light. I know Schneider cams makes a set for the L series. Not cheap by any means though. http://schneidercams.com/7titaniumretainer-73006.aspx Quote Link to comment Share on other sites More sharing options...
inline6 Posted May 25, 2012 Author Share Posted May 25, 2012 Wow that is an incredibly light seat pressure! You're not worried about sealing issues or anything? My double springs seat at 125lbs and are 270lbs at .500. You will have much less valve train resistance than I will for sure. As for the Ti retainers that is a must with pressure that light. I know Schneider cams makes a set for the L series. Not cheap by any means though. http://schneidercams.com/7titaniumretainer-73006.aspx Yep, those are the ones I bought and they will be at the engine builder's tomorrow. They have to be turned in a lathe a touch for the springs I am using with the cam. Here's hoping that it all works and I get a bunch more hp than I otherwise would have as a result (of the light spring pressure). Quote Link to comment Share on other sites More sharing options...
inline6 Posted June 19, 2012 Author Share Posted June 19, 2012 (edited) Some more progress to report... My head gasket has a 91mm bore on it if I recall correctly. The cylinder head mods I did brought the chamber edge to the bore edge of the gasket. However, the bore size ended up being 88mm instead of 89mm, as the sonic testing indicated we shouldn't go that big. So, here, the top edge of the bores is being modded to get rid of the "shelf" or lip that would otherwise be present and obstructing intake charge flow. As part of the documentation that came with the tensioner, they said that it could be modded to increase the mounting bolt size and get a bit more adjustment if desired. Doing that here. The holes in the head were drilled and tapped for 8mm bolts. And, some mods to the front cover to make the diesel water pump work well and to increase flow for both cooling and oil: Edited June 19, 2012 by inline6 Quote Link to comment Share on other sites More sharing options...
Lazeum Posted June 19, 2012 Share Posted June 19, 2012 Your build looks nice! I love the attention to details! It shows how intensive an engine build could be. It is not as simple as "I change the pistons diameter, I change the rods & the crank & I'm done." Quote Link to comment Share on other sites More sharing options...
inline6 Posted June 20, 2012 Author Share Posted June 20, 2012 Thanks for the compliment. Almost every last bit of credit goes to Bryan, my engine builder. I do research... decide what I want, and then pay the bills. He has been the one to point out several of the mods and the one making everything fit together. From swapping around engine bearing shells to achieve optimal bearing clearances, to further machining the pistons to achieve the correct, desired compression ratio and to provide adequate PTV (taking into consideration the adjustment available via the adjustable cam gear), to determining how much the pistons stick up out of the bores when "rocking" them, and oil flow modifications, cooling flow modifications, the additional coolant holes above exhaust ports #5 and #6, machining the vent hole in the block for a fitting, etc. etc. etc. He is doing a stellar job. I wish I could have been present in his shop to learn even more than I have via phone calls from working with him. Quote Link to comment Share on other sites More sharing options...
Lazeum Posted June 20, 2012 Share Posted June 20, 2012 I've just rebuilt my engine this winter with machine work done on crank, pistons, block, etc. It was my first engine! (and not the last, I loved it) So I know a little how it is done, so I appreciate the work done! Mine is now roaring under the hood, it is quite a good feeling Quote Link to comment Share on other sites More sharing options...
inline6 Posted June 21, 2012 Author Share Posted June 21, 2012 I've just rebuilt my engine this winter with machine work done on crank, pistons, block, etc. It was my first engine! (and not the last, I loved it) So I know a little how it is done, so I appreciate the work done! Mine is now roaring under the hood, it is quite a good feeling Very cool. I see you are in Paris, France. Can't help but think your 240z is extremely rare there. I bet you have some interesting stories to tell... about how you got possession/delivery of the car, about Parisians reaction to it, etc. Yes? Quote Link to comment Share on other sites More sharing options...
madkaw Posted June 21, 2012 Share Posted June 21, 2012 (edited) A few pics... Unfortunately JE did not cut the dishes in the pistons as we wished. The machinist had to remove some more material to get the piston dish cc where I wanted it. Now, they have 11cc volume including the valve reliefs. My calculations put the engine compression ratio at 11.15 to 1. Here, the pistons are all cleaned up: Bryan, my engine builder, has finished sizing the rings to the bores. The oil expander gap is too big with the expanders that came with the pistons. Bryan said they were producing only 4 lbs. of oil ring drag, so we have to go up one size. Those have been ordered. And lastly, the crank is sitting in the block for mock up. We need to put the rods and pistons in to see where the pistons are going to end up relative to the deck. Because I am trying to get as much quench as I can with my E88 head (milled lots!), I will be running piston to head clearance of the thickness of the Nismo head gasket - .6mm (.024"). I'm reading thru your build-very nice-but was curious about your Nismo head gasket. I installed a Nismo on my build and it was .047/1.25mm thick I believe. My head is also a E-88 Edited June 21, 2012 by madkaw Quote Link to comment Share on other sites More sharing options...
inline6 Posted June 21, 2012 Author Share Posted June 21, 2012 (edited) I'm reading thru your build-very nice-but was curious about your Nismo head gasket. I installed a Nismo on my build and it was .047/1.25mm thick I believe. My head is also a E-88 Looks like there are a couple available: Page 14: http://www.nissanusa.com/nismo-web/Nismo-Motorsports-Catalog-2010.pdf 11044-E4620 ALL 1 NISMO composite head gasket for L-Series. 85mm bore, 1.2mm compressed thickness. 11044-E4621 ALL 1 Head gasket for use with O-ring type head sealing above. L-Series 6-cylinder. 11044-E4623 ALL 1 NISMO head gasket for L-Series 91mm bore, 0.6mm compressed thickness I've got the E4623 version. G Edited June 21, 2012 by inline6 Quote Link to comment Share on other sites More sharing options...
madkaw Posted June 21, 2012 Share Posted June 21, 2012 Interesting! Quote Link to comment Share on other sites More sharing options...
Lazeum Posted June 21, 2012 Share Posted June 21, 2012 Very cool. I see you are in Paris, France. Can't help but think your 240z is extremely rare there. I bet you have some interesting stories to tell... about how you got possession/delivery of the car, about Parisians reaction to it, etc. Yes? I will disappoint you but I got the car back then when I was living in Michigan. When I came back to France 4 years ago, I took the Z with me. I'm driving the Z mostly outside of Paris in the country side where twisty roads are (with no traffic jam). We are quite a small community in France with Z & Datsun and we met quite often. Next meet is a Le Mans Classic where we rent a spot right next to the track witht he help of Nissan France (which will get track cars from the club on display). Marketing manager is fan of Datsuns & Z, that helps! For reaction, Frenchies do not know what is a Datsun (they believe I'm driving a Jag, a Ferrari or an Alfa Romeo) & they don't believe it could perform well. When they hear the sound of the L6 with DCOE, they all ask what under the hood and who build the engine. Forums & technical discussions as deep as the one we have on hbz are not common in France, especially on old cars. Let's forget about wideband controller, MSe, turbos, piston shape, quench, flow and so on. It is also illegal to mod a car, so there's no support for parts in France but we have a least some competent machine shops who know their job. I'll stop the off topic, here's just a picture for fun. Quote Link to comment Share on other sites More sharing options...
inline6 Posted June 25, 2012 Author Share Posted June 25, 2012 Well, this engine build thread has been going on a long time, so it is fitting that we take a short ""vacation" to France before getting back to work. Thanks for the info. Quote Link to comment Share on other sites More sharing options...
didier Posted June 25, 2012 Share Posted June 25, 2012 Well, this engine build thread has been going on a long time, so it is fitting that we take a short ""vacation" to France before getting back to work. Thanks for the info. Well, if you come for vacation in France, you"ll can see others 3.0l engines build ! Quote Link to comment Share on other sites More sharing options...
Tony D Posted June 25, 2012 Share Posted June 25, 2012 " I'm driving the Z mostly outside of Paris in the country side where twisty roads are (with no traffic jam)." For out in his barn, my uncle preserves for me an old Z, of 40-odd years... To keep it as-new has been his spirit's dream! Sounds like you have to watch out for those Gleaming Alloy Air-Cars! If you go to France, run the 'Reverse Blitzkerig' Route through Belgium and Holland...and stop by to see the Hybrid Z's in Frank 280Z's old Cow Barn! Once you're there "You're close to everything"! Quote Link to comment Share on other sites More sharing options...
2eighTZ4me Posted June 27, 2012 Share Posted June 27, 2012 Did you ever find any leftover Glyptal? I have some. All my blocks are done and I have about a third of a quart left. Should be enough to do your motor. PM if needed. I'm probably too late though. Quote Link to comment Share on other sites More sharing options...
Stunt Posted June 27, 2012 Share Posted June 27, 2012 Nice build. What's the numbers it produces? Quote Link to comment Share on other sites More sharing options...
inline6 Posted July 6, 2012 Author Share Posted July 6, 2012 Did you ever find any leftover Glyptal? I have some. All my blocks are done and I have about a third of a quart left. Should be enough to do your motor. PM if needed. I'm probably too late though. I'll check with my engine builder. As recent as a week ago, final assembly hadn't been started, so I may still be able to use it. Garrett Quote Link to comment Share on other sites More sharing options...
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