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Discussion Starter #1
I think some specs would clear this up.

I think some concrete spec's on your car would eliminate all this huff about what your engine size is and how you can go so fast in the 1/4 as well as put out 250hp.

Let's start with the engine. It's a L6, and there were three different cranks made for this engine:
(240Z)73.7mm
(260Z/280Z/ZX)79mm
(Diesel Maxima)83mm

Pistons sizes range from:
83mm(240Z)
86mm(280Z)

Other pistons from other engines that will fit:
89mm(KA24)
89mm (Z24)
87 (Z22)
All of these can come in +1mm over, but not +2mm These would have to be custom made by Venoila etc....

In order to get 3.1L or @3100cc there are two ways, either stroke and/or bore out the engine.

Combination #1:
79mm Crank, 91mm Pistons = 3082cc
This is not likely, since this equates to a (.200)5mm overbore which is virtually unheard of, because of the thinning of the cylinder walls. 90mm is the max piston size for almost any L series engine. Most overbores are from 1mm to 3mm.

Combination #2:
83mm Crank, 89mm Pistons = 3098cc
Most likely, as these crankshafts can be found and provide a quick way to increase displacement.
I believe you have a 83mm crank, and is why your engine is limited to 6500rpm. Although, these cranks can go higher, they don't tend to like it very much, as piston speed is quite fast, and alot of stress is placed ont he crank at those rpms. All of the 3.1L or 3.2L engines have always shifted at or before 6K. I don't know of anyone who wants to or does shift over that.

So, my point is this. I believe you have a fast car, but your lack of specs, makes it hard for others to comprehend exactly what you've done to your engine/car. Maybe you can ask your mechanic for a spec sheet on your engine/car. It would be beneficial to you at shows, if someone asks you the same questions we are all asking you now. You won't sound like a typical Ferrari owner or something. Most of those guys just buy the car, never work on it, and keep posting performance numbers without knowing how the car does it. You are kind of in the same boat, but you seem like you want to learn more about your car, and I encourage you to do so. It is important to know what is going on in your engine, because it allows you to find more hp, as well as determine what direction to go when adding on parts, etc.... Besides, the more you learn, you may be able to do some work yourself, and possibly be less dependent on what your mechanic tells you. It is better to be at the mercy of your own knowledge, rather than the mercy of another. There is never anything wrong with trying to educate yourself.

Looking forward to some specs,
240Dave

P.S. I can post some of mine, if you're interested.
 

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High speed diesel

> I think some concrete spec's on your car
> would eliminate all this huff about what
> your engine size is and how you can go so
> fast in the 1/4 as well as put out 250hp.

> Let's start with the engine. It's a L6, and
> there were three different cranks made for
> this engine:
> (240Z)73.7mm
> (260Z/280Z/ZX)79mm
> (Diesel Maxima)83mm

> Pistons sizes range from:
> 83mm(240Z)
> 86mm(280Z)

> Other pistons from other engines that will
> fit:
> 89mm(KA24)
> 89mm (Z24)
> 87 (Z22)
> All of these can come in +1mm over, but not
> +2mm These would have to be custom made by
> Venoila etc....

> In order to get 3.1L or @3100cc there are
> two ways, either stroke and/or bore out the
> engine.

> Combination #1:
> 79mm Crank, 91mm Pistons = 3082cc
> This is not likely, since this equates to a
> (.200)5mm overbore which is virtually
> unheard of, because of the thinning of the
> cylinder walls. 90mm is the max piston size
> for almost any L series engine. Most
> overbores are from 1mm to 3mm.

> Combination #2:
> 83mm Crank, 89mm Pistons = 3098cc
> Most likely, as these crankshafts can be
> found and provide a quick way to increase
> displacement.
> I believe you have a 83mm crank, and is why
> your engine is limited to 6500rpm. Although,
> these cranks can go higher, they don't tend
> to like it very much, as piston speed is
> quite fast, and alot of stress is placed ont
> he crank at those rpms. All of the 3.1L or
> 3.2L engines have always shifted at or
> before 6K. I don't know of anyone who wants
> to or does shift over that.

> So, my point is this. I believe you have a
> fast car, but your lack of specs, makes it
> hard for others to comprehend exactly what
> you've done to your engine/car. Maybe you
> can ask your mechanic for a spec sheet on
> your engine/car. It would be beneficial to
> you at shows, if someone asks you the same
> questions we are all asking you now. You
> won't sound like a typical Ferrari owner or
> something. Most of those guys just buy the
> car, never work on it, and keep posting
> performance numbers without knowing how the
> car does it. You are kind of in the same
> boat, but you seem like you want to learn
> more about your car, and I encourage you to
> do so. It is important to know what is going
> on in your engine, because it allows you to
> find more hp, as well as determine what
> direction to go when adding on parts,
> etc.... Besides, the more you learn, you may
> be able to do some work yourself, and
> possibly be less dependent on what your
> mechanic tells you. It is better to be at
> the mercy of your own knowledge, rather than
> the mercy of another. There is never
> anything wrong with trying to educate
> yourself.

> Looking forward to some specs,
> 240Dave

> P.S. I can post some of mine, if you're
> interested.

Dave,
I've heard of one guy - on the other forum that was running the diesel crank at higher RPM's. Nearly 7,000 if I remember right. He admitted, though, that he had had a shop go to extremes to balance the whole set-up to the Nth degree. He felt that was the entire secret to his success. Other folks I've talked with that have done the 3.1 conversion did a routine matching of crank, rods, and pistons and were rev limited to below 6,000.
Also, I'm sure Chris's mechanic recognized the limitations of the crank and matched the cam to optimize performance in the lower rpm ranges
Increase low end torque could also account for some of the transmission problems he's encountered?
Phantom
 

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Discussion Starter #3
I totally agree

> Dave,
> I've heard of one guy - on the
> other forum that was running the
> diesel crank at higher RPM's. Nearly 7,000
> if I remember right. He admitted, though,
> that he had had a shop go to extremes to
> balance the whole set-up to the Nth degree.
> He felt that was the entire secret to his
> success. Other folks I've talked with that
> have done the 3.1 conversion did a routine
> matching of crank, rods, and pistons and
> were rev limited to below 6,000.
> Also, I'm sure Chris's mechanic recognized
> the limitations of the crank and matched the
> cam to optimize performance in the
> lower rpm ranges
> Increase low end torque could also account
> for some of the transmission problems he's
> encountered?
> Phantom

I fully agree. Everyone I've ever talked to that has the 3.1 or even 3.2 has ALWAYS shifted before 6,000. These engines are TORQUE monsters, and don't really need to be shifted above 5500, as they have a huge/fat torque curve. They have so much, that it doesn't affect the acceleration in the next gear, even if it's only turning 3500 or so. And yes, the torque is probably what's killing the syncro's in the tranny. If you multiply it out , 1st and second gear are enduring over 800ft/lbs and 600ft/lbs. (This was a guess based on figures of 250ft/lbs, an actual torque curve for that engine would provide more concrete numbers.)

The main thing to be concerned about when stroking an engine, is the piston speed. With such a long stroke, the piston speed goes through the roof, even if you don't change pistons. This is what limits the revs of these motors. But a thorough balancing job can raise that limit, becuase it is limiting the vibrations that occur at such high engine speeds. On the same note, a fully balanced L28, can turn up to 7500 or 8000 safely. Although, none of these cranks will last for very long at that rpm, no matter what you do to them, it's just plain physics that won't allow such a long shaft to sustain such high stresses over a wide area over such a wide amount of time.
 

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Try this.

> I think some concrete spec's on your car
> would eliminate all this huff about what
> your engine size is and how you can go so
> fast in the 1/4 as well as put out 250hp.

> Let's start with the engine. It's a L6, and
> there were three different cranks made for
> this engine:
> (240Z)73.7mm
> (260Z/280Z/ZX)79mm
> (Diesel Maxima)83mm

> Pistons sizes range from:
> 83mm(240Z)
> 86mm(280Z)

> Other pistons from other engines that will
> fit:
> 89mm(KA24)
> 89mm (Z24)
> 87 (Z22)
> All of these can come in +1mm over, but not
> +2mm These would have to be custom made by
> Venoila etc....

> In order to get 3.1L or @3100cc there are
> two ways, either stroke and/or bore out the
> engine.

> Combination #1:
> 79mm Crank, 91mm Pistons = 3082cc
> This is not likely, since this equates to a
> (.200)5mm overbore which is virtually
> unheard of, because of the thinning of the
> cylinder walls. 90mm is the max piston size
> for almost any L series engine. Most
> overbores are from 1mm to 3mm.

> Combination #2:
> 83mm Crank, 89mm Pistons = 3098cc
> Most likely, as these crankshafts can be
> found and provide a quick way to increase
> displacement.
> I believe you have a 83mm crank, and is why
> your engine is limited to 6500rpm. Although,
> these cranks can go higher, they don't tend
> to like it very much, as piston speed is
> quite fast, and alot of stress is placed ont
> he crank at those rpms. All of the 3.1L or
> 3.2L engines have always shifted at or
> before 6K. I don't know of anyone who wants
> to or does shift over that.

> So, my point is this. I believe you have a
> fast car, but your lack of specs, makes it
> hard for others to comprehend exactly what
> you've done to your engine/car. Maybe you
> can ask your mechanic for a spec sheet on
> your engine/car. It would be beneficial to
> you at shows, if someone asks you the same
> questions we are all asking you now. You
> won't sound like a typical Ferrari owner or
> something. Most of those guys just buy the
> car, never work on it, and keep posting
> performance numbers without knowing how the
> car does it. You are kind of in the same
> boat, but you seem like you want to learn
> more about your car, and I encourage you to
> do so. It is important to know what is going
> on in your engine, because it allows you to
> find more hp, as well as determine what
> direction to go when adding on parts,
> etc.... Besides, the more you learn, you may
> be able to do some work yourself, and
> possibly be less dependent on what your
> mechanic tells you. It is better to be at
> the mercy of your own knowledge, rather than
> the mercy of another. There is never
> anything wrong with trying to educate
> yourself.

> Looking forward to some specs,
> 240Dave

> P.S. I can post some of mine, if you're
> interested.

To start with, I'll say that yes, I'm always intrested in specs, so please post them or e-mail them to me with the year and engine numbers of your car.

Ok, I'll try to clear this up.

Yes, the Maxima crank is the right one. I just was not calling it a diesel crank, my mistake. I thought there were at least 4 diffrent cranks, but apperantly 2 are the same thing, with diffrent names. I am quite unfamiliar with a lot of the parts, as far as numbers go at times. I guess you know though.

You're right, I don't know every inch of these engines, but I also just don't have the desire to learn everything. I see it as this, (Boy, you guys are gonna hate it.), if I can pay someone to do the work to my car, and it kicks every Z's ass that I run accross, and I don't have to worry about getting my hands dirty, then so be it.

Yes, I don't know every number and spec of the car, but I don't think I need too. Yes it would help at car shows, and when people ask, but I can usually show them how fast the car is, and at that point all questions are answered.

I also want to add that my mechanic did a lot of toying around with the engine to get it to where it is today. I gave him a list of things that I wanted to be able to do with the car, (drive to school, dates, and kick ass on the weekend), and he came up with an engine that did it all. He matched pistons, cam, crank, injectors, intake, manifold etc, so that everything ran very smoothly, and more importantly, efficiently. How many guys with Z's that you know, port and polish the intake, and bore the exhaust manifold? Well, in my neck of the woods there are few. This alone lets the engine run smoother and provided boosts in horsepower, even before the new engine was installed. You have to remeber that there are a lot of little things that diffrent people do to the Z's that you may not have thought abut doing. You also have to remember that I have a lot of these things done. My engine runs very efficiently, and this is my secret I have never run accross a more effecient Z engine that I know of. I have a custom radiator, that is a bit larger than stock, and this lets the car run better, thus increasing maximium horsepower capabilites. This was no weekend throw it together job. This was a month long reseasrch and application process that set me back $6000. This Z is one of the nicest on the road baby!

I belive that some of the Z's you've driven that were 3.1's were set up strictly for power, from what it sounds like. Mine is set up as an every day driver, that has a good idle,(we fought to get a good idle out of this car, wor 2 weeks, and 3 cams.), and lots of power in the low end. I don't have to wait until 4000rpm to get this car to haul ass. It has an incredible punch, from 2800 to 3000 and pulls hard and strong. We had to do some major work, to accomplish all of these feats, while still having a car that I could drive on the road.

The piston speed is the reason that I told you the crank doesn't like the higher rpms.(Previous post) Rocky told me that at the higher rpms, the cranks fail, and all sorts of stuff goes downhill from there. So, we matched a cam with the set up,(huge injectors, larger piping on air flow meter capable of more air flow, and so forth.) that would keep the car under the high rpms of the cranks capabilites. Remember though, just because it is capable doesn't mean that it likes it. It highly unreliable if not done properly, and they are usually only built for race applications. Why would I need 8000rpm out of my motor, to get to school?

I'll tell you now, that I am more of a driver, than a mechanic. I just have no desire to work on the car myself. Yeah, I guess I'm just a classic cass of a guy with more $$ than cents.(Pardon the pun.)

So, I understand where you're coming from. You number crunchers like the stone cold digits that you can plug into a calculator and come out with a rounded figure, and then we'll judge everyone's horsepower from there. Sorry bud, I'm just a driver that pays someone to do the work for me, and I don't have a problem with that. I learn what I need to, and a little of what I want to, and me in the guy in the Ferrari will race, and that will settle who's care is faster, and I don't have to know that he has a flat six, that is capable of 400 more rpm than mine, or a an awsome V-8 bolted directly to the carbon fiber body, and he has a 6 speed tranny.

Don't think I'm attacking you in any way, but just remeber I can give you all the numbers all day long, and if my car runs unefficenitly, and eats oil, I can have evey part that Motorsports, Nismo and Stillen offers, and still be eaten alive aby a bone stock 240Z.

Chris Behney
Redline Autosports
 

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Nail on the head Phantom.

> Dave,
> I've heard of one guy - on the
> other forum that was running the
> diesel crank at higher RPM's. Nearly 7,000
> if I remember right. He admitted, though,
> that he had had a shop go to extremes to
> balance the whole set-up to the Nth degree.
> He felt that was the entire secret to his
> success. Other folks I've talked with that
> have done the 3.1 conversion did a routine
> matching of crank, rods, and pistons and
> were rev limited to below 6,000.
> Also, I'm sure Chris's mechanic recognized
> the limitations of the crank and matched the
> cam to optimize performance in the
> lower rpm ranges
> Increase low end torque could also account
> for some of the transmission problems he's
> encountered?
> Phantom

This is exactly my point in some of my previous posts. Just because I have crank that can turn 8000 rpm, doesn't mean I have my car set up to do so.

Chris Behney
Redline Autoports
 

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57 Posts
Re: Touche' Chris!

> To start with, I'll say that yes, I'm always
> intrested in specs, so please post them or
> e-mail them to me with the year and engine
> numbers of your car.

> Ok, I'll try to clear this up.

> Yes, the Maxima crank is the right one. I
> just was not calling it a diesel crank, my
> mistake. I thought there were at least 4
> diffrent cranks, but apperantly 2 are the
> same thing, with diffrent names. I am quite
> unfamiliar with a lot of the parts, as far
> as numbers go at times. I guess you know
> though.

> You're right, I don't know every inch of
> these engines, but I also just don't have
> the desire to learn everything. I see it as
> this, (Boy, you guys are gonna hate it.), if
> I can pay someone to do the work to my car,
> and it kicks every Z's ass that I run
> accross, and I don't have to worry about
> getting my hands dirty, then so be it.

> Yes, I don't know every number and spec of
> the car, but I don't think I need too. Yes
> it would help at car shows, and when people
> ask, but I can usually show them how fast
> the car is, and at that point all questions
> are answered.

> I also want to add that my mechanic did a
> lot of toying around with the
> engine to get it to where it is today. I
> gave him a list of things that I wanted to
> be able to do with the car, (drive to
> school, dates, and kick ass on the weekend),
> and he came up with an engine that did it
> all. He matched pistons, cam, crank,
> injectors, intake, manifold etc, so that
> everything ran very smoothly, and more
> importantly, efficiently. How many guys with
> Z's that you know, port and polish the
> intake, and bore the exhaust manifold? Well,
> in my neck of the woods there are few. This
> alone lets the engine run smoother and
> provided boosts in horsepower, even before
> the new engine was installed. You have to
> remeber that there are a lot of little
> things that diffrent people do to the Z's
> that you may not have thought abut doing.
> You also have to remember that I have a lot
> of these things done. My engine runs very
> efficiently, and this is my
> secret I have never run accross
> a more effecient Z engine that I know of. I
> have a custom radiator, that is a bit larger
> than stock, and this lets the car run
> better, thus increasing maximium horsepower
> capabilites. This was no weekend throw it
> together job. This was a month long
> reseasrch and application process that set
> me back $6000. This Z is one of the nicest
> on the road baby!

> I belive that some of the Z's you've driven
> that were 3.1's were set up strictly for
> power, from what it sounds like. Mine is set
> up as an every day driver, that has a good
> idle,(we fought to get a good idle out of
> this car, wor 2 weeks, and 3 cams.), and
> lots of power in the low end. I don't have
> to wait until 4000rpm to get this car to
> haul ass. It has an incredible punch, from
> 2800 to 3000 and pulls hard and strong. We
> had to do some major work, to accomplish all
> of these feats, while still having a car
> that I could drive on the road.

> The piston speed is the reason that I told
> you the crank doesn't like the higher
> rpms.(Previous post) Rocky told me that at
> the higher rpms, the cranks fail, and all
> sorts of stuff goes downhill from there. So,
> we matched a cam with the set up,(huge
> injectors, larger piping on air flow meter
> capable of more air flow, and so forth.)
> that would keep the car under the high rpms
> of the cranks capabilites. Remember though,
> just because it is capable doesn't mean that
> it likes it. It highly unreliable if not
> done properly, and they are usually only
> built for race applications. Why would I
> need 8000rpm out of my motor, to get to
> school?

> I'll tell you now, that I am more of a
> driver, than a mechanic. I just have no
> desire to work on the car myself. Yeah, I
> guess I'm just a classic cass of a guy with
> more $$ than cents.(Pardon the pun.)

> So, I understand where you're coming from.
> You number crunchers like the stone cold
> digits that you can plug into a calculator
> and come out with a rounded figure, and then
> we'll judge everyone's horsepower from
> there. Sorry bud, I'm just a driver that
> pays someone to do the work for me, and I
> don't have a problem with that. I learn what
> I need to, and a little of what I want to,
> and me in the guy in the Ferrari will race,
> and that will settle who's care is faster,
> and I don't have to know that he has a flat
> six, that is capable of 400 more rpm than
> mine, or a an awsome V-8 bolted directly to
> the carbon fiber body, and he has a 6 speed
> tranny.

> Don't think I'm attacking you in any way,
> but just remeber I can give you all the
> numbers all day long, and if my car runs
> unefficenitly, and eats oil, I can have evey
> part that Motorsports, Nismo and Stillen
> offers, and still be eaten alive aby a bone
> stock 240Z.

> Chris Behney
> Redline Autosports

Att'a boy!
I'm not a number cruncher, but I'm not Daddy Warbucks either. There's a few of us out here who glean information any way we can because we don't want to spend the $ to have someone else do it. Got silly things to pay for like braces, mortgages, insurance, and oh yeah! a college education would sure be nice Dad! I'm not knocking anybody guys. But let's keep in mind that we all share the same passion, and that there are many different ways to an end.

By the way Chris, think you can have your mechanic sell me his secrets. I could allways mortgage the house.

All kidding aside, where can I find more info on the diesel crank setup. You number crunchers got me fascinated!

Thanks in advance for any help, and keep up the discussion!
 

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You all are right about cranksRe: Try this.

> To start with, I'll say that yes, I'm always
> intrested in specs, so please post them or
> e-mail them to me with the year and engine
> numbers of your car.

> Ok, I'll try to clear this up.

> Yes, the Maxima crank is the right one. I
> just was not calling it a diesel crank, my
> mistake. I thought there were at least 4
> diffrent cranks, but apperantly 2 are the
> same thing, with diffrent names. I am quite
> unfamiliar with a lot of the parts, as far
> as numbers go at times. I guess you know
> though.

> You're right, I don't know every inch of
> these engines, but I also just don't have
> the desire to learn everything. I see it as
> this, (Boy, you guys are gonna hate it.), if
> I can pay someone to do the work to my car,
> and it kicks every Z's ass that I run
> accross, and I don't have to worry about
> getting my hands dirty, then so be it.

> Yes, I don't know every number and spec of
> the car, but I don't think I need too. Yes
> it would help at car shows, and when people
> ask, but I can usually show them how fast
> the car is, and at that point all questions
> are answered.

> I also want to add that my mechanic did a
> lot of toying around with the
> engine to get it to where it is today. I
> gave him a list of things that I wanted to
> be able to do with the car, (drive to
> school, dates, and kick ass on the weekend),
> and he came up with an engine that did it
> all. He matched pistons, cam, crank,
> injectors, intake, manifold etc, so that
> everything ran very smoothly, and more
> importantly, efficiently. How many guys with
> Z's that you know, port and polish the
> intake, and bore the exhaust manifold? Well,
> in my neck of the woods there are few. This
> alone lets the engine run smoother and
> provided boosts in horsepower, even before
> the new engine was installed. You have to
> remeber that there are a lot of little
> things that diffrent people do to the Z's
> that you may not have thought abut doing.
> You also have to remember that I have a lot
> of these things done. My engine runs very
> efficiently, and this is my
> secret I have never run accross
> a more effecient Z engine that I know of. I
> have a custom radiator, that is a bit larger
> than stock, and this lets the car run
> better, thus increasing maximium horsepower
> capabilites. This was no weekend throw it
> together job. This was a month long
> reseasrch and application process that set
> me back $6000. This Z is one of the nicest
> on the road baby!

> I belive that some of the Z's you've driven
> that were 3.1's were set up strictly for
> power, from what it sounds like. Mine is set
> up as an every day driver, that has a good
> idle,(we fought to get a good idle out of
> this car, wor 2 weeks, and 3 cams.), and
> lots of power in the low end. I don't have
> to wait until 4000rpm to get this car to
> haul ass. It has an incredible punch, from
> 2800 to 3000 and pulls hard and strong. We
> had to do some major work, to accomplish all
> of these feats, while still having a car
> that I could drive on the road.

> The piston speed is the reason that I told
> you the crank doesn't like the higher
> rpms.(Previous post) Rocky told me that at
> the higher rpms, the cranks fail, and all
> sorts of stuff goes downhill from there. So,
> we matched a cam with the set up,(huge
> injectors, larger piping on air flow meter
> capable of more air flow, and so forth.)
> that would keep the car under the high rpms
> of the cranks capabilites. Remember though,
> just because it is capable doesn't mean that
> it likes it. It highly unreliable if not
> done properly, and they are usually only
> built for race applications. Why would I
> need 8000rpm out of my motor, to get to
> school?

> I'll tell you now, that I am more of a
> driver, than a mechanic. I just have no
> desire to work on the car myself. Yeah, I
> guess I'm just a classic cass of a guy with
> more $$ than cents.(Pardon the pun.)

> So, I understand where you're coming from.
> You number crunchers like the stone cold
> digits that you can plug into a calculator
> and come out with a rounded figure, and then
> we'll judge everyone's horsepower from
> there. Sorry bud, I'm just a driver that
> pays someone to do the work for me, and I
> don't have a problem with that. I learn what
> I need to, and a little of what I want to,
> and me in the guy in the Ferrari will race,
> and that will settle who's care is faster,
> and I don't have to know that he has a flat
> six, that is capable of 400 more rpm than
> mine, or a an awsome V-8 bolted directly to
> the carbon fiber body, and he has a 6 speed
> tranny.

> Don't think I'm attacking you in any way,
> but just remeber I can give you all the
> numbers all day long, and if my car runs
> unefficenitly, and eats oil, I can have evey
> part that Motorsports, Nismo and Stillen
> offers, and still be eaten alive aby a bone
> stock 240Z.

> Chris Behney
> Redline Autosports >Lots of good discussion on this subject.You guys know your stuff about these 3.1 motors. I don't know if I will build my 3.1 motor now ,I am toooooooo revvvvvv happy.You all probably remember my earlier post about breaking my 280 crank last month.Whatis amazing is that the sucker took so long to break I mean we are talkin about 9 mos of weekly drag racing twice a week with as many as 20 runs on test and tune nights.If I had let off the gas instead of speed shiftin that crank would have lasted a crap load longer.I checked my tach against MPH and it is real close to being dead on, that is why I figured you could shift at higher rpm my car always ran slower if I even shifted 500 rpms sooner. After all the posts I think you are right to shift when you do since it sounds like you have a real torque monster!!!!
 

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Re: You all are right about cranksRe: Try this.

Yup norm, you have proven one of my points. I want this motor to last me for a while, (100,000) miles.), so I have to take it a little easy.

Yes, there is a lot of torque. What I gain in torque, i loose in the back half of the quarter mile. I have to jump all ovr the other car out of the line, and hope I can keep the distance. If I raced 1/2 mile races, then i would be introuble, because ther is such a big diffrence in 3rd and 4th gear. I just couldn't keep 3 car lengths on a new camaro if i had to hold it much longer.

Good luck on your engine. I hope you do't think I was being rude earlier, i realize that I may come on a little srong at times, and my sarcastic sense of humor, seems to rough up more than a few people. No hard feelings fellow Z man?

Chris Behney
Redline Autosports
 

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attn; Chris I can't have thin skin I sell cars!

> Yup norm, you have proven one of my points.
> I want this motor to last me for a while,
> (100,000) miles.), so I have to take it a
> little easy.

> Yes, there is a lot of torque. What I gain
> in torque, i loose in the back half of the
> quarter mile. I have to jump all ovr the
> other car out of the line, and hope I can
> keep the distance. If I raced 1/2 mile
> races, then i would be introuble, because
> ther is such a big diffrence in 3rd and 4th
> gear. I just couldn't keep 3 car lengths on
> a new camaro if i had to hold it much
> longer.

> Good luck on your engine. I hope you do't
> think I was being rude earlier, i realize
> that I may come on a little srong at times,
> and my sarcastic sense of humor, seems to
> rough up more than a few people. No hard
> feelings fellow Z man?

> Chris Behney
> Redline Autosports

>Yo dude you weren't being rude earlier I 'm glad you are honest about not giving a crap about tech stuff.The main thing is you love to drive Z cars and you smoke the competition.I personnally love tech stuff but I have to because I can't afford to pay someone to work on my car for me(I have a mortgage,wife,3 yr old daughter and to much credit card debt already)You gain alot of personal satisfaction though when you are the one who builds the motor and WINS the race.By the way I sell Pontiac,GMC,AND Oldsmobiles. Id love to sell Nissans but local dealership sucks!
 

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Re: attn; Chris I can't have thin skin I sell cars

Good to know thatI didn't offend ya.

What I take pride in, is knowing that when my fellow Z friends are in the shade of the oak tree on saturday afternoon, I'm already cruising.

I do understand that building it get you full of pride. I've been around many cars, and car clubs. The last car club I was in, built a '63 Impala, as a club project, and it made it into Orlie's Lowriding magazine. That is pride. Now, I have a '64, that my current club is going to build up to a show car. I was just lucky enough last summer, to have the money to have someon do all of my custom work for me, and I think that the price I paid is worth it, since I didn't have to lift a finger. But my Impala. . . Man it's looking like I'm going to have to do everything shy of cutting the suicide doors and spraying the candy coats.

Keep in touch,
Chris Behney
Redline Autosports
 

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Re: Touche' Chris!

> All kidding aside, where can I find more
> info on the diesel crank setup. You number
> crunchers got me fascinated!

> Thanks in advance for any help, and keep up
> the discussion!

My web page.
The Datsun Workshop
 

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Re: Touche' Chris!

> My web page.
> The Datsun Workshop
Thanks Bob.
So far so good, I allready have the block and head.
Will keep checking your page for updates.
 
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