Ben

NMC USA - NLA Nissan Australia - NLA MSA - Nope VB - Nope They were used in all S30 coupes (8 years worth) but they were discontiinued many years back. I tried to order some from Courtesy Nissan in '98 with no luck.. Thankfully my car won't be driven in the rain, but I'm still searching for some decent 2nd hand ones....

I would agree with you beandip, if it had rocker arms or lash pads.... Hopefully it's not tooooo serious & we'll get an update soon!

Any news on the diagnosis Cuong?

CR is very relevant (among other things). I have seen the stock head gasket cope with 1.5 bar of boost in an L20B. I've personally run 1-bar in my old EFI L24 using a stock gasket and 8:1 CR all day for a year (before deciding that the body really needed restoring). That engine has been pulled-down & rebuilt as a mild-atmo powerplant (new OEM pistons, ported head, balanced). It was the matching-numbers engine, so I wanted to keep it. I run ~0.5 bar in my 8.3:1 custom L28ET all day. I'm also currently building an engine which will be getting a constant dose of around 1.5 bar. I personally haven't used high/low boost settings. the right-foot dictates how much boost is used! I have a friend who has a custom LPG turbo L26 which lives on around 1.25 bar, but the head gasket is on the way out. We are blaming this failure on a bit of detonation that occured a few times when the wastegate was unable to control the boost (it's too small). This will all be rectified with an external gate & a bigger turbo (so it will hopefully run ~0.75 bar with the same power output). This particular engine was turning ~145kW at the treads on a dyno-dynamics dyno (3.9:1 R180 diff, 205/50x15 tyres). The only "internal modifications" this engine has had is a ceramic coating on the pistons & valves. Everything else is stock OEM. The general rule is that if you can tune it right, 400HP is do-able on stock components. But there is no room for any detonation.

So how much boost were you running at that AFR? Seriously, my FJ20ET runs leaner than that at full noise.... Less fuel is required, mid 13's will give you more power. Having said that, were these runs done with the PCV & valve breather disconnected? On a tired engine you will see a noticble difference in mixtures if you remove all the blowby....

There are bosses in the middle of the cam that you can lock onto with a pair of vise-grips. Then make sure that you have a soft surface (block of wood) for them to jam against (not the head). The last step is to apply liberal torque to a 19mm socket drive :classic:

Sorry mate, Classic Datsun Motorsports in California. :classic:

AFAIK the Z432 & GT-R flares are the same. CDM have them in stock.

Another one saved! :love:

I tend to agree with the 'price-fixing' that you believe is going on with these cars. I have a recent issue of AutoWorks magazing (Japanese) and there are lots of C10/C110 cars & S20 parts for sale in it. The prices are certainly high, but nowhere near the 9M Yen mark. I think I saw 1x KPGC110 that was in original condition with ~20,000km/s on the clock for about ~6.5M Yen. I still can't afford that, so an import 2000GT-X GTR-replica might me the go....

Has he checked the turbo flange gasket? It does sound a bit like my L28ET did when I blew this gasket a while back. On second thought, it sounds much more horrible than that. My pre-listening cringing was warranted....

I'm already cringing & I haven't listened to it yet! Has he priced a full rebuild kit from Nissan lately? :ermm:

I thought you said it was rusty? Buy, Buy, BUY!!!! or I will (looks at empty wallet & partially restored HS30 in back yard....)

You have to remember that no-one loves a 240K. But everyone loves a Skyline GT-R....

Like the article says - the GT-R will be shown at the 2003 Tokyo Motor Show in October this year. 8(?) months before release. There are 2 powerplants on offer, the NA V8 (displacement ~5L) & the TT VQ35. One of the reasons that the US is getting the atmo V8 is due to the Ca smog laws (specifically relating to the light-up time of a cat convertor in a turbo car). If you recall, Subaru addressed this problem by putting pre-cats into the WRX, but it still only just passes.... (the pre-cats also have a tendancy to melt, which can very quickly destroy the turbine). There is another quote in the article relating to the selection of the V8 for the US market, but I don't want to miss-quote it so it'll have to wait until I get home tonight. :classic:

I subscribed specifically to win that 350Z, so don't any of you other buggers go ruining my odds....

Just as an aside, do you have the wiring information for the HKS retard module? (or even a copy of the manual I could have?)

The export versions were L24, single carb, hence the 240 designation. The domestic versions were Skylines, not 240K's. L20A/24/28(?) & S20 powered.

Indeed I've been looking at C10 & C110 GT-R's (and replicas) on a number of Japanses sites (and in magazines). It's tempting to get a replica (ie 2000 GTX) with an L28, triples etc. But only as they are MUCH cheaper (like $60-70,000 cheaper) and it would be tough to get S20 parts over here.... You can get a 2000 GT-X with flares, GT-R spoiler etc for around $30K AUD. Plus shipping.....

Only if you hack out the rear arches....

One sample of a GTR replica....

Based on those findings, I'd be interested to see what compression the rest of the engine produces when tested 'wet'.