inline6

I can get copies of the pages for rebuilding the T5 for you. I started out asking if anyone could do that for me and didn't get any response here, so now that I bought the book, I am glad to help someone else out that is in the same situation. The tool, however, won't work for the T5. I'll double check, but I don't think it is used at all with that tranny. Mine is the Nissan box. You want to send me a pm with your address, so I can mail the pages? Garrett

Hi, an update: I got a used 83 factory workshop manual off of ebay. It has excellent info on both the T5 and the nissan 5 speeds. So far, I have taken the front and rear housings off, made a tool (like the factory tool shown) to hold the gear assembly in a vise (to make it easy to work on), measure existing gear clearences (all within factory spec) and removed the shifter rods, forks, and detent balls. I am going to see about borrowing some tools (puller, bearing separator) from Autozone tonight. Garrett

Good luck finding a burrette. After I had my engine together, someone recommended that you can buy syringes from Wal Mart. So I didn't get to measure the chamber cc of my head. N42 is a better head to go with to start, but my E88 already had a fair amount of work (larger, hardened seats, larger intake valves, some porting, etc), so there was my incentive for using that head. BTW here is a useful page with engine combo info: http://www.zhome.com/ZCMnL/tech/128combo.html And a compression calculator: http://www.turbofast.com.au/TFcomp.html I have the F54/E88 running now and comparing it to my 77 L28 short block, I'd say I picked up a couple of horses. No dyno results, :cross-eye but the car is clearly reving to 6k in 3rd quicker and feels a bit quicker by seat of pants. Both blocks are in good condition, so it wasn't like the old one is worn out. Carb mixture (original round top SU's with SM needles) only needed a tiny change. Same exhaust and everything else. The big change was the timing. I was running insane advance with the previous combo-- something like 25 or 27 degrees BTDC initial (Euro distributor with points still). With the new combo, I am running right around 20 degrees BTDC (manual calls for 17 for that distributor, btw). Any more than that and I get some detonation. I used to run on 89 octane. Now I run the best I have access to which is 93. Not fair that you guys in Australia can get 98!

Looking to see if someone will provide me with the transmission chapter? I would like to rebuild my transmission. Can you make copies and fax the pages to me, or sell me the book for cheap? I'm bidding on one on eBay, but don't know if I'll win it. My transmission is manual 1981-83 Nissan (not T5).

Hi, After reading through my 240Z factory workshop manual, I realize that rebuilding my 83 ZX (not Borg Warner) transmission is going to be a large challenge if I don't get the factory info for that one. Does anyone have a factory workshop manual for the ZX? I would really like to have that info before I give this a try. In my 240Z manual, there are specific instructions for disassembly, and the available shim sizes, clearences, etc. Transmissions are a new venture for me. If you have the factory manual info, can you copy and fax / scan and email it to me? If so, let me know. Garrett

Two Nissan dealers here have tried the superceeded number and they say it is discontinued and no longer available. I forgot to mention that the number indeed superceeds to the number you mention. Also, Motorsport Auto in California doesn't have any. It is not a part that breaks often evidently as they say the last one they ordered was in 2001. I'd like a new one, but if no one has one then I guess I'll grab a used one from a salvage yard-- hopefully.

Hi, It looks like a very important relay, 25230-E4100, is discontinued and no longer available. I have a 71 Z. This relay is attached via machine screws through the passenger side kick panel and is just next to the flasher relay. Anybody got an extra one? Mine is sticking and when I turn the ignition key from the accessory position to two positions to the left, it is energizing the starter circuit. I took the cover off the relay and when I turn the key back one position (to off) and then physically separate the contacts in the relay, then click back to the first position (now you can pull the key out) then the starter circuit is no longer energized. Nissan description is "Relay for Heat Glass". Seems to me that it is more like "relay for power to whole car". Garrett

It sure would be nice to get some mp3's up so we could hear the different combinations. I am sure it would help a bunch of us save money and get it right the first time. Still looking for the right combo... inline6

I chased my shimmy problem for years and then found that my new ball joints did the same thing I think you are describing. I jacked the front (either side) of the car under the ball joint (or outer end of the lower control arm) to keep the load as if the car was on the ground, but allow the wheel free movement. then grabbed the wheel and was shocked at the amount of movement in and out and front to back. When I jacked the front of the car off of the ground like done normally, everything felt tight and I couldn't perceive the play. I literally replaced every bushing and rod end in the front end, prior to that, but didn't replace the ball joints because they were already new when I bought the car. Replacing them with new OEM nissan ones was the final solution. The shimmy finally was gone after I did that.

Thanks ZVoiture. I put compressed air on it and it didn't go anywhere--- it is in the car, so I can see it very well. Well, that saves me a lot of trouble. I don't have to order anything to plug the hole! Thanks!

Funny, mine is not a turbo engine. It is an 83 though. Perhaps the latest 83's had knock sensors. I am thinking it taps into an oil gallery... I'm going to go blow compressed air in it and see if it goes anywhere. I should be able to hear I hope...

The sender switch goes in a raised boss area directly on the block about 2 inches behind the oil filter. It is directly in line with the top of the oil filter, not quite as high up on the block as I indicated earlier. Anyone know what it is? Does it control the fan motor that blows air through the valve cover splitter onto the intake side of the engine? Seems kind of strange to use oil to trigger that fan, so I don't think that is it.

There are two oil senders on the right side of my 83 280ZX block that I am putting in my 240. The one part I threw away, a short sender switch with a fuel injector type (2 electrical pins) cnnnector is all that is keeping me from starting it up. It goes behind the oil filter (the other one is the canister that goes in front of the filter) and towards the top of the short block. Seems like it would be a oil temperture sender, but I can't find it anywhere on the microfiche at carfiche.com. What the heck is it? What is the nissan part #. I would get a plug, because I don't need the switch but the hole appears to be some funky pipe thread pitch (spec).

Another thing the machine shop could do is drill out the bolt. Basically by using a mill or precision equipment, the machine shop should be able to locate the exact center, and the drill out the center of the bolt so that just the thread of the bolt remains. Then remove the thread with a pick and or compressed air etc. What a pain, I'm going to clean those holes and put a drop of oil on the threads before I put the head on my new motor. I didn't realize that this was a common problem.

Hi, I saw a couple of posts in this thread about drilling spot welds to replace the roof panel. That is what I did because my car had a sunroof. This page takes a long time to load but I have some good pictures and some write up of the process. I also put lead back on the roof joint to quarter panel like the factory. Structural integrity of the car was not compromised by doing it this way. http://members.tripod.com/trueweb/Zcar Let me know if you have questions.

Hi, I remember reading about the 1996 corvette LT1 motor getting some innovative improvements. One of which was reverse cooling. Instead of running the coolant into the engine block and then the heads and out, GM reversed flow and the coolant came to the heads first then the block. The main benefit was that it allowed them to bump compression to 10.4 to 1 for more power. Here is a link to some of the info: http://corvetteactioncenter.com/specs/1996/96technology.html Anyway, I am about to take an E-88 head that I had rebuilt (L-28 intake valves, hardened seats) back when I first fixed up my 240Z, and put it on a low miles F54 L-28 block with flat top pistons. I am going to cc the chambers on the head and rerun the calculation, but with the figures I have now, I show 10.1 to 1 Compression Ratio. Might be ok with 93 octane, but might not. An engineering friend of mine wants to take a look at what is involved in adding a belt tensioner bearing and converting the L series V belt to a ribbed belt like on more modern motors. I am thinking we can just wind the belt to reverse the flow of the water pump. Could just be a pipe dream as more would be involved like changing the propeller on the stock pump. Anyway, the idea intrigues me and we'll take a look and see if it is worth doing. Kind of trick if we can do it... Garrett

Conferred with an engineering friend of mine and he agrees with you HLS30. For dragsters, which is what these were originally built for, they are fine, as they are running off of battery power- a completely separate power source (ie no alternator). For street, using the crankshaft to turn the alternator to charge the battery, which runs the electric water pump, doesn't make sense. Just run the pump directly off of the crankshaft.

Hi, I found out about this the other day reading a back issue of SportZ magazine. I wonder if the polarity can be reversed to achieve top down cooling? I know that topic has come up before as a way of running higher compression without detonation problems. Of course the wheel would have to cut reverse as well. Garrett

So I put up a post looking for info about whether the F54/E88 combo will work for sure-- not getting replies-- and then come across your post. Tell me, is your car back together? Which E88 did you have? Which head gasket did you use? And what do you think of it? I calculate it to be around 10:1 CR. I have access to 93 octane fuel here. How about you? Any detonation problems? Finally got a chance to see and hear the video of your car that you posted a long time ago. Sounded great. If my new combo doesn't make my dual 2"s sound like that, I'm going back to glass packs. Garrett

Hi, Currently running a 77 L-28 with and E88 head. I just picked up a 83 280ZX F54 engine (Normally Aspirated with flat top pistons) and would like to use my E88 cyl head on it -- converting from the P79 and fuel injection back to the SU's for now. Looks like it will be a bump in Compression from about 8.3 to around 10:1. Anybody else out there done this combo? I'm about to buy gaskets and just want to make sure that there aren't any problems I am not aware of. Going programmable FI as the funds allow in the future, so no need to point out that going from FI to carbs is not a good idea. Garrett

Actually Gav, I am an old school NA guy that is just getting intrigued about adding the turbo. In the past, wrote off turbocharging as being too expensive and sufferering from driveability issues. I really like power to be controllable and thottle response to be quick. What are BOV's? My goal for the motor would be minimal lag with moderate power. I autocross from time to time for fun so the idea of a big turbo coming on with lots of boost after lots of lag would be totally unacceptible. I need to do more research in the archives here on turbo set ups. Obviously there is no shortage of info on the subject. Thanks for the T3/T4 hybrid tip. I'm committing that to memory as I continue researching. Garrett

The point of all this is HP of course. A bump to compression from 7.4 to 8.5 should be worth some HP, increase in efficiency, and thus, gas mileage. I am also wondering if I would get and driveability improvement-- specifically with turbo lag or lack thereof. Is it reasonable to conclude that the bump in compression would give a little better performance when off the boost? Seems like the bigger the turbo (or the more lag), the more the bump in CR would help? Sounds like the durability of the pistons between the turbo and non turbo are in question. I'll look at them next if I can. Questions would be location on the piston (how far down from the piston tops, and size of rings? Any others? Seems like nissan would use the same blank and machine the dish in the turbo piston for cost, but higher temps may have required a change in those specs. Thanks for the info, all.

Ok. I should have titled this What compression ratio to run in a turbo? :classic: Here is a compression ratio calculator: http://www.turbofast.com.au/Tfcomp.html#readme I put in the following for the stock ZX turbo: Bore = 3.39 inches Stroke = 3.11 inches Deck Height = 0 Gasket Thickness .050 inches Head Volume in cc's = 53.6 + 10.9 for the dished piston = 64.5 CR result = 7.4 to 1 Now take out the dish and you get 8.53 to 1. Interesting... WRX compression ratio is 8.0 to 1... Mitsubishi Evo is 8.8 Even the 1996 300 ZX was 8.5 to 1 :classic: I'm thinking there is no reason to go with the 81-83 ZX turbo block. Garrett