conedodger

Dave Rebello says pump gas. As I said, the static compression with the ITM pistons is in the 10:1 range. He has to be doing something with timing and the cam to have that running without detonation on pump gas at 4500'.

I am preparing a new engine and although I originally considered building it myself, I spoke with Dave Rebello and told him my project, a mostly street engine that does track days and autocrosses when I can. I told Dave that I had two good heads that could be used for the project, an E32 that had been prepared by Geralomy in the late 1980's and a P90 from an auto-trans L28 turbo. He said that he had customers who live at my altitude (4500') who run CR in the 10:1 range without detonation. It was at that point that I decided Rebello would be assembling this. I don't want to make a mistake with that kind of CR.

John, maybe you can speak to this; what is the relationship between static and dynamic compression ratio? A cam with lots of overlap seems to mitigate a higher static CR...

I grab good bumpers whenever I find them. The yard calls them 'face bars' and they sell for roughly $15. I can usually sell them for $100 + shipping. These days, my car is so close to where I want it, I find myself grabbing factory fasteners. I'd love to find a 5 speed ZX transmission.

I have one from a 280ZX Turbo that you can have for the cost of shipping. You'll have to confirm that it will work for you though...

Recheck your rear wheel cylinders. Mityvac method can wreck the seal...

Leon, After seeing and hearing your set-up, I have no idea why you still have the distributor in. It is rock steady idle wise, and there doesn't seem to be any part of it that should be unreliable. It all comes from production vehicles that kick out some pretty hefty mileage...

Calipers are mounted on the wrong side with bleed screws at the bottom and or the rear shoes are adjusted way out...

I don't think that one made it to the US. I've never seen any...

A bit more modern but artistic none-the-less...

These grandmothers were very attractive back in the Fairlady day...

Maybe you better be careful what you hope for. I hear the new Cayman is like crack. Addictive the first use... Just warning you Steve...

Hahahaha!!!! Love it.

I suspect you're correct. Got a set of points to replace the optical module with?

Both factory and aftermarket intakes and exhaust manifolds are available. Later F54 blocks are best but all are very durable...

Great information Bob! Thanks! Here is a USAC pace car in BRE livery. Note the period correct accessories. American Racing Libre wheels, BRE front and rear spoilers. I think that is the only time I have seen a British style soft sunroof on a Datsun though... Anyone recognize the track? Dealer plates on the car so it might have been later sold to the public or given as a prize...

I have been having conversations with Dave Rebello about this. I am going to be bringing him my block and internal/external rotating parts for prep and balancing. I may have him just build the engine though I certainly know how. I have done several Porsche motors and one other Datsun L6 a few years back. I just don't think I can replicate Dave's results in my garage. It depends on what he charges for an engine build of course as I have a two to three sports car habit at any given time. Right now it's just the 240Z and the 914 but that could change at any moment... Dave wants me to use my E31 BC Geralomy head with a little clean up and valve job. He says he has customers at my altitude (4500') running 10+:1 without pinging. I plan on selling the Webers and going with TWM triples and Microsquirt with crankfired ignition.

3 and a half Datsuns with a 914 and a 911. Must be post-race as the corner workers are giving them a thumbs-up...

Minilight or a copy. Maybe Watanabi but a better picture would help...

Gots to have me a laser guided paint brush!!!

Not as vintage but nice livery...

Now that's a nice a$$...

Just Paul...

Turning in to a pretty good discussion... Some background. I started with a F54 turbo motor out of an 82. The car was an automatic so I am certain that it had never been over-revved. When I got it apart, I discover that there is no ridge in the bore and it still has great crosshatching. Probably didn't need a rebuild. I sold off all of the turbo goodies to someone in Puerto Rico on Ebay but still have the head, the block, pistons, rods, and crank. The plan for the bottom end is to sell the pistons to someone who wants to do a turbo build, as I said, everything is in really good shape so they should just need a clean up and new rings. I purchased new ITM pistons in STD size. I am told that these are the pistons the ITS guys are using. I also have ARP rod, main, and cylinder head bolts/studs. Now, if I were building a motor for one of my Porsches, I would have the rotating mass cryo-treated and bearings and piston tops coated. Not sure what Datsun builders do. The last L6 I built turned out really well without it with just balancing, lightened flywheel and a MSA 'Autocross' cam. Most of my Porsche builds land just south of 9.5:1 and run well on unleaded 91 octane pump gas. As long as I brought up the flywheel, I kept the turbo flywheel and will be having it lightened. I'm really only struggling with what to do with the top end. The E31 on the car came from the original owner (I am the second owner) with the E31 and lots of documentation for a build done in 1999. The head documentation is from BC Geralomy. It's hard to tell what was done but when I lived in Minnesota and was in to Datsuns, BC Geralomy was the go-to for cylinder heads. I am leaning toward the P90. Also struggling with induction. My good friend and professional Porsche engine builder suggests microsquirt and I would be ok with that but where we don't agree is that he wants me to get a Datsun EFI intake and go with a single TB and MAF. I would lean toward triple twin throat TB even knowing they would be more difficult to tune. If I didn't go with EFI, I would keep the triple Webers that are on it now or sell them and replace them with new 45DCOE 152's. I have some studying to do obviously. Thanks for the links and thoughts. Jon, as always, I respect your knowledge and it will weigh heavily on my decisions...

Thanks Jon, So, if I use the P90 head on this engine build, I will have somewhere in the range of 8.5:1 which I imagine is ok. If I use the my E31, I will be somewhere in the 10:1 range which without a pretty big cam is going to be too much for pump gas.