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PostPosted: Tue Sep 04, 2012 9:18 pm 
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The replacement L26!

The original L28 engine had a faulty harmonic balancer. The brand new L24E replacement is only a two row unit, the original was a 3 rower. Fortunately, I had 230 series power steering/ac pulley setup, so retrofitting it will solve this easily enough.

Not long now. :giggle:


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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Wed Sep 05, 2012 10:38 am 
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Looking great

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1973 H230 Wagon, 'ILL-260'
1975 911S Targa
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PostPosted: Sat Sep 08, 2012 12:26 am 
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Almost in :)


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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Sun Sep 09, 2012 9:53 am 
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love your work!

thanks for the motorvation to get out in my shed!


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PostPosted: Sun Sep 09, 2012 7:53 pm 
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Even closer now but compared to the coupe, there is plenty more to do with this one! :shock:


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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Sat Sep 15, 2012 9:24 am 
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Got the engine started up last night with me mate Dave. All seems good at this stage and I'll take it for a spin today to see how it goes.

Just a 'short' vid. See the dragon spit fire! :lol:

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Sun Sep 16, 2012 12:40 am 
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FINALLY... the new engine is in the car and I took it for its maiden voyage today.

Problem! The carburetor on this engine is a modified 390cfm Holley mechanical secondary unit. It's waaaaaay too rich at open throttle and I'm seeing 10 to 1 mixtures and even 9.8 on the Innovate WB.

Allowing for this, the engine takes snap wot bursts without hesitation or stumbling, just like a vacuum secondary equiped engine. Totally happy with this situation. The same carb on my other engine with the Clifford just totally dies (massive bog) when driven this way.

Static timing is 15 degrees ATM, a conservative figure to start with. Total timing is 27 degrees. No vacuum advance just yet (as I want to see how this engine responds first to incremental mechanical increases).

Response is excellent but the high stall converter is just killing it (2.5K rpm). Its too loose for efficient street driving. I left it in there because I thought the cam might be too lopy.

The Stage two MSA turbo grind is a gem, idled smoothly at 800 rpm and created just over 16 inches of vacuum.

The sound this thing makes is unlike any other L Series I've driven...throaty plus. Love it already.

Cheers.

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Sun Sep 16, 2012 1:03 am 
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Very glad to hear.

That stallie is pretty loose. What's the significant duration on the cam?

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1973 H230 Wagon, 'ILL-260'
1975 911S Targa
1978 Torana Hatch
1999 GXE10


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PostPosted: Sun Sep 16, 2012 9:13 am 
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Hezath wrote:
What's the significant duration on the cam?
FYI :)


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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Sun Sep 16, 2012 2:25 pm 
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Yeah 230/220 is lumpy enough :P particularly on the smaller displacement engines of the Nissans. I don't know much about autos but that stallie doesn't sound so bad any more.

Should be fun anyway haha

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1975 911S Targa
1978 Torana Hatch
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PostPosted: Sun Sep 16, 2012 11:09 pm 
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But surprisingly, the idle is very smooth. You really couldn't tell it isn't a stocker by listening to it, even the idle vacuum is up to 17 inches now with a little bit more tuning.

In gear, it runs 13.2 to 1 mixtures and idles at 750rpm. At one point during my adjustments, I had a lean 16.5 to 1 mixture and an idle speed of 550 rpm. :shock:

The valve gear is a bit noisy atm so it'll need a hot lash adjustment soon but that's easy.

I bumped up the timing to 20 degrees static, so total will be 32. I haven't connected the vacuum advance up yet and I might not even do it. I want to test it thoroughly with just the mechanical advance and see how that goes.

I'm excited by this combination. I will get out the G-Tech, as soon as I'm satisfied I'm getting close to a good tune, I'll compare it to the figures I had with the old N42/N42 L28 combo. Then maybe a run down WSID... :lol:

A general question "Who else has a Y70/P30 L26 combo?" Probably some dude in Japan and maybe New Zealand but I doubt the US or even Oz. Interesting. :P

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Sun Sep 16, 2012 11:21 pm 
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Nice work mark :thumbsup:

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PostPosted: Sun Nov 18, 2012 1:15 pm 
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Ok, some updates.

I've changed the oil and filter because I just clocked 1000kms after the engine change. Re-did the hot lash, some were quite open, should be a bit quieter hopefully.

Checked the hot cylinder pressures, prior to doing the lash and got
1 170
2 170
3 175
4 175
5 172
6 170 psi

That's with that stage 2 turbo grind on position 3 (advanced) on the timing sprocket. This motor's hot cylinders cranking average is 173 PSI. I think it's this value that's letting me use so much static and total timing. I think its cylinder pressures that dictate ignition timing rather than just quoting the compression ratio figure. A stock cam's valve timing would've boosted the cylinder pressures quite a lot and may have thrown the engine into pre-ignition...maybe...maybe not... but the risk is higher. A bigger cam like the stage two bleeds off some cylinder pressure (and it would seem like just the right amount, bringing pressures down to 173 psi average on a 10 to one compression engine).

Excellent!! :)

The average with the N42/N42 and stock cam on position 3 hot was 180 PSI.

The mechanical secondary carb is on the L26 atm, it only works on this engine and not the coupe because of hardware differences. It won't be hard to get it running better because the mixtures on the Innovate show ten to one...pig rich at WOT!! :shock: Next weekend's business.

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Sun Nov 18, 2012 8:49 pm 
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Yep, I hate aftermarket cams for the simple reason they're a pain to set the lash up...QUIETLY :lol:

The values the manufacturer gave was In 0.2 and Ex 0.25 mm (.08 and .010 thou in the old money) but the thing clicked and clacked like an old typewriter.

I ended up turning the cam over slowly so that pairs of cam lobes were pointing straight up when I did the lash and set them all to 0.20 mm hot. I started the engine and it's MUCH quieter...thank ****! It idles more smoothly as well.

Now I only need one feeler guage!! :lol:

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1971 240C P230 coupe L28 10.5:1 comp. N/A Haltech Elite 750. ITB's, tuned exhaust, 6 speed manual trans 4.625 LSD

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PostPosted: Mon Nov 19, 2012 6:53 pm 
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ozconnection wrote:
Ok, some updates.

That's with that stage 2 turbo grind on position 3 (advanced) on the timing sprocket. This motor's hot cylinders cranking average is 173 PSI. I think it's this value that's letting me use so much static and total timing. I think its cylinder pressures that dictate ignition timing rather than just quoting the compression ratio figure. A stock cam's valve timing would've boosted the cylinder pressures quite a lot and may have thrown the engine into pre-ignition...maybe...maybe not... but the risk is higher. A bigger cam like the stage two bleeds off some cylinder pressure (and it would seem like just the right amount, bringing pressures down to 173 psi average on a 10 to one compression engine).

Excellent!! :)
that means more RPM!!!!


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