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ZXR

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About ZXR

  • Rank
    Newbie
  • Birthday 02/19/1973

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  • Website URL
    http://www.280zxr.com

Profile Information

  • Gender
    Male
  • Location
    Vancouver, Washington
  • Cars
    1979 Datsun 280ZXR, 1987 Nissan Hardbody 4X4
  • Interests
    Cars, Trucks, Car Shows, Bodybuilding
  • Occupation
    Boilermakers - Journeyman Welder
  1. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    Sounds great, but back to what you had said earlier in the post. I would have to mod the engine pretty heavily, on a smaller engine, to get what I already have stock with what I've got. That's why after more research and talking with you Mike, I've decided to go with a VG30E with a www.VG30.com intake manifold and Holley 500cfm carb. Just that engine alone produced 153 hp and 182 ft·lbft of torque. It's already made for a Hardbody and just by doing what you have indicated in my other post (changing out the bell housing from the NAPS to VG30), it should bolt directly up to what I have. These engines themselves have been known to last well over 300K. I had a 1985 300ZX N/A with 336K on it when I sold it and it never smoked a day in its life. Also, the VG30E is less expensive then a KA24E from any wrecking yard and modifying it would definitely produce more HP gains. 100 HP isn't quite enough for this heavy hardbody, but just a stock VG30E should bring me up closer to what I am looking for, without modding it. If anything, I could add the ZEX nitrous plate to the carb and gain (cheater hp) that way, but I'm not looking to drag this 4X4 anyway. Just need more power to be able to pass someone without being scared that I'm not going to make it around them in time. The alternative engine as explained, I'm sure would be great in an older 720, 510 or lighter body vehicle. I bet one would scream. It just sounds like it could become an expensive build. Again, great idea for a smaller, lighter vehicle. By no means am I asking for advice and not using it. All of your knowledge, I have considered in making the right choice. I do appreciate that guys. You all obviously spent endless hours in, under or around vehicles to know what you know to help the next guy out for FREE.Thank you all for your feedback! :) I'm sure this post will greatly help out the next guy who is looking to do what I was looking to do in the beginning of my search for modifications and engine alternatives. I love both of my datsuns and I wouldn't ever consider going to a hybrid american engine for power. I'd rather take a loss in quick american power gain, to build a Datsun engine for longevity.
  2. ZXR

    Very Rare!

    That car is a cross breed. If in fact it is a real fairlady SPL212, then the grill is different and the mirrors are not original. The front bumper is different then some of the other SPL212's that you can see, if you google search it. Here's one I found that looks almost the same. I'm still not understanding why it's all red though? Because a majority of the others are two-tone. Here's one that looks identical that says in french that it's an SPL211 in a RED - http://www.leblogaut...tsun-spl212.jpg Here's the closest I can find to that particular SPL212. - http://blog.goo.ne.j...apop/d/20070325 Here's another SPL212 with a different front bumper, mirrors and grill - http://www.asahi-net...ssic/Qrp205.htm
  3. I AM ISO 1990 TO 1995 VG30E 4X4 ENGINE COMPLETE. I DON'T NEED THE WIRING HARNESS. AS I WILL BE GOING WITH THE HOLLEY 500CFM CARB AND INTAKE MANIFOLD. I'M JUST LOOKING FOR A DEAL ON THE ENGINE COMPLETE. INSTALLING INTO MY 1987 HARDBODY 4X4. WHICH CURRENTLY HAS THE NAPZ ENGINE. I WILL ALSO BE NEEDING THE BELL HOUSING FROM THE SAME YEARS VG30E TRANSMISSION. MY PLAN IS TO ADAPT THE VG30E BELL HOUSING TO THE STOCK 4 CYLINDER TRANSMISSION. SO THAT I CAN RUN THE VG30E ENGINE WITHOUT HAVING TO SWITCH OUT EVERYTHING ELSE. SINCE I AM ALSO GOING WITH THE www.vg30.com INTAKE MANIFOLD TO RUN THE HOLLEY 500CFM CARB, I WON'T NEED THE WIRING HARNESS. PLEASE LET ME KNOW WHAT YOU HAVE OR KNOW OF SOMEONE WHO HAS SOMETHING. I MAY BE WILLING TO TRADE FOR MY NAPZ ENGINE COMPLETE. I ALSO HAVE A HOOKER HEADER FOR THE NAPZ. THANKS! ERIK - 360-798-8893 Erik.Hansen36@gmail.com
  4. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    I see. Makes sense. So how do the guys that do these conversions on the trucks get around the intake and exhaust manifolds not hitting the master cylinder? Or has anyone not this to know?
  5. You're right! I don't know why I didn't think of that?!? Prob because I looked at my buddy's 88' Pathfinder (VG30i) tranny and noticed that it was completely different then mine. Thinking that it would be swappable, without changing the transfer case as well. If a VG30E 5-speed bell housing will bolt directly up to my tranny, then I'm golden. I'm almost 100% sure that I am going to go with the VG30E and buy the Carb Intake manifold from www.vg30.com that has been modified to run a Holley 500cfm carb. I will just have to find a VG30E donor now and rebuild it. Unless it has low mileage, I may just bolt it up as is. Thinking of just installing a cam and call it good. Now all I need to figure out is whether the VG30E will bolt up in my Hardbody without fabricating engine mounts (rather, seeing if I can use the VG30E engine mounts out of the 1990 to 1995 Hardbody's or Pathy's). I will prob buy the Edelbrock fuel pump with internal regulator or find another way to dumb down my pressure from the TBi setup. The only other thing to consider is the flywheel and cluch to use. One would assume using a clutch and flywheel from a VG30E and maybe clutch master and slave cylinders, right? Or what would you suggest? Don't get me wrong, I love FI, but when thinking of doing a swap over to what I really want, that would cost rediculous amounts of money, too much time and way too much fabrication. I already have well over $20k in my 1979 Datsun 280ZXR (www.280zxr.com) and I really don't want another time consuming project like that again. At least it's my show car and I've owned it for the last 14 years. Just want to find a simple conversion with potentially more power then the NAPZ. Also, doing this conversion, could also be informational to others that just want a simple, easy conversion to more potential power without spending a lot of money. Mike, you're a mastermind. I've appreciated all of your experience and expertise. Just wish on this last thread, I would've put more thought into it, before I asked such a rediculous question that had such a simple answer. The point would've been to make you think, but no luck this time around. Thanks again!
  6. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    Thanks for the info. I'm sure it's been run over many times before, but to try and find the info again is almost impossible in a short amount of time. lol
  7. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    youll also need a nice set of carbs (i have some 40PHH, but if your looking for top end, theyre too small) i have a modded cover & chain avail(w/ matched pulleys) . if i find a cheap Z24 block local, i will be rebuilding mine :) 38-26-36
  8. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    So a KA24DE would bolt up? Since my last post on this Mike, I still am not exactly sure what I am going to go with? I've been looking into the VG30E as suggested prior. I heard that there was someone on here that sells a conversion plate to bolt a VG30 to a 4 cylinder tranny (NAP-Z?). I figure that if I have to build an engine, I may as well goto a V6. Because, as you've said, if I go smaller, then I will have to add more mods to get the same amount of power as stock. You're right and I considered that, but if I goto a V6, then I will have more power stock and gain in top-end with the gearing I have now in the rearend. There doesn't seem to be any simple conversion, that will give me anymore HP than what I already have. So I may as well goto a V6 build. I did find out that a 1994 Hardbody 2wd has a KA24E with TBI. Thought about that conversion, but replacing the TBI with a Weber 038 and running headers. There is a guy named Roman (Idk his last name), here in Vancouver, Wa., that is a whiz with the Z31 and Z32 engines. My dad takes his Z32 to him to work on. I was able to meet Roman the other night and he really is a whiz. I figured that if I goto the VG30E conversion, I will talk to Roman about what mods are best. The only problem will be is with a clutch and flywheel going from the V6 to NAP-Z tranny. I have appreciated everyone's help on this topic. I have learned so much since I started my research. Thanks again.
  9. Someone locally here in Vancouver told me that someone on here sells an Adapter plate conversion for a VG30i or VG30E to bolt directly up to a NAP-Z or 4 cylinder transmission. I have the NAP-Z in my 1987 Hardbody 4X4 and I am looking to do a conversion to the preferably VG30E engine. I don't know where on here to find the guy who sells the adapter plate. Anyone know him or where to find it? I appreciate the feedback. Thanks!
  10. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    ***I would look at a KA24E or DE swap. It will fit your FS5W71C tranny just fine. A bit more torque and way more hp. Lots of bolt on after market parts and support too. datzenmike you have been extremely helpful. I appreciate your knowledge. I had heard that the KA24E Conversion would bolt directly up, but I wasn't sure about the KA24DE swap. There was one other conversion that is also possible and they make a kit for it to bolt up and that is the Buick Grand National 3.8L Supercharged Conversion. However, I'm not into swapping bulletproof foreign engines for American made junk. That's why whatever swap I went with, even if it were a smaller block/head conversion, I know I would have to really modify it to equal or surpass what I already have now. You basically summed it up for me, when you indicated that "it would only equal" what I have now. So then, I have to decide what's next. I'm not biased to the KA24DE swap and would actually be willing to go that way. Especially since there are many aftermarket parts for it. However, I'm not too stoked about the KA24E, since I owned a 1989 Nissan 240SX with the KA24E and had many problems with that engine and ended up selling that car after spending nearly the same amount in repair cost as what I bought the car for. So basically, what I am saying is that I already have my own biased opinion about it and I'm pretty sure you have had trouble with sertain things that have also made you biased at some point toward ever using that product again as well. ***To continue: Your 4X4 is never going to be crazy fast. They are heavy trucks that will soak up power like a sponge. KA24E and DEs came in the D21 and there should be lots of them laying about. Want even more go? Swap a VG30i in or VG30E. Not really looking for crazy fast. Just more then what I am experiencing now. I guess more torque, per say. So basically, if I don't go with a KA24E or even maybe add a turbo to that engine, I'm pretty much at a loss, unless I decided to the Z24 block and L20B Head conversion. Sounds like the only two options without changing out the transmission. Because isn't it true that the KA24DE, VG30i and the VG30E all take a different transmission? And if so, would that transmission bolt up to my transfer case or would I half to change that out as well? Because I was ultimately thinking of going with the VG30E with a carb manifold (there is a guy in Seattle, Wa that fabricates a carb intake manifold for these engines). I could build the shit out of one of those and get what I want. My best friend has the 1988 Pathfinder with the VG30i with 348,000 miles. He is able to smoke the tires at a stand still. It has more than enough power for what it is, but not exactly the dream engine because of the injected carb, but I could still convert over to a Weber. Anyway, those are my thoughts. Again, I appreciate and respect you taking the time for reading and your input.
  11. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    Thank you very much! I just finished reading all the information resources that you have given me. You guys know your shit. At this point, it basically sounds like a major headache to go with a Z24 block conversion. Sounds like a pain in the neck. You know what post I would like to see, is one of all of your guy's opinions on a perfect build. That could be interesting. And not make it an arguement, but just one's opinion on what he would prefer for a high compression engine build with maximum output (H.P and Torque) and whether it would work in a 4X4 scenario or not. LMFAO......There are way too many combo's to go by. I noticed that there isn't much in the way of flat-top pistons. You either have; Z20E------------------ 31.75 / approx 13cc dish / 85mm bore (Ive also seen flattop Z20E pistons). or L28 (late)------------ 38.1mm /0.0cc Flatop in '81-'83 ZX / 86mm bore Why couldn't one use the F54 block, L28 Flatop's in say the Z20S Head? With either Z20E rods or L20B rods and ??? crank (Please excuse my lack of knowledge. I don't want to even start to mention that I know anything about any of these mods, as I only know about the conversions from L24 to L28 mostly and which mods are best within the Zcar years) I'm just curious if one could build a flat-top high compression conversion and what it would take, if it were possible without having the whole NAPS Z build issues. Please keep in mind, that I will be using this in my 1987 Hardbody 4X4. I was told that the L20B would bolt up to my tranny, but would a Z20S per say? Here's my scenario. I want high output (H.P. and Torque) for my 4X4. I don't want to just drop in a L20B conversion and have it the same power as what I have now with the NAPS Z, but I don't want a pain in the ass build either. Like the L20B Head to NAPS Z 2.4L block conversion and I want it to be able to bold directly up to my current drivetrain (transmission).
  12. ZXR

    NAPS Z 2.4L BLOCK WITH L20B HEAD?

    ]I understand that this has been talked over prob way too much. This is just new to me. So if you know of any links to reference, I can just go there as well. I appreciate your feedback. I am a welder for the Boilermakers, so It wouldn't be a problem welding it up. If the later year would be better, as you have suggested, I will go with that. Will that head (say a W58) half to be modified as well to fit the timing cover? In regard to the fuel pump.....The TBI is going down the road. Prob go with the Weber 32/36. Unless you have another suggestion? I will just run a Holley regulated fuel pump instead. Also, do both run the dual timing chains? and would you know if the NAPS Z Hooker Header bolt up to the L20B? Again, I appreciate the info. At this time, I only happen to know just about everything about the Z car end of engines and am very interested in learning more about these conversions. I read on Wiki about the LZ22 conversion. I believe it was L22 block, Crank and L20B head? I just need to be able to still run my stock tranny with whatever conversion is best. I just want to be able to get more power than this gutless POS engine I have now. Just need to know what's best to do on both the cylinder head and block. Cause it's gonna be a monster when I'm done with it.
  13. I have a 1987 Hardbody with the NAPS Z 2.4L engine. I spoke to Devin at the Blue Lake show yesterday about converting an L20B Head directly onto my 2.4L Block. Is this doable? What other parts would I need to make it work, if any? I am new to this modification. Also, if it were to work, what year L20B head is the best to use? I appreciate the information.
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