-
The Z Club relies on the support of it's paid members - join the club or renew your membership here.
Upgrade options for L28 with FI
- Thread starter Mr.G
- Start date
Zed2k
Well-Known Forum User
Alright matey if I had your setup I would probably go for and try and find a Janspeed turbo conersion to bolt on this way you could then turn up the boost level and gain the extra wanted BHP.
Other options could be Nitro which I plan to fit to my L28 powered 240z sometime soon.
Hope this gives you some ideas.
Other options could be Nitro which I plan to fit to my L28 powered 240z sometime soon.
Hope this gives you some ideas.
Mr.G
Club Member
(sorry for loads of q here!!<img src="http://www.zclub.net/iB_html/non-cgi/emoticons/wink.gif" border="0" valign="absmiddle" alt='
'> <img src="http://www.zclub.net/iB_html/non-cgi/emoticons/tounge.gif" border="0" valign="absmiddle" alt=''>
Thanks thats a good idea, is it really as easy as being just bolt on? How hard are these units to find? Will the performance be impressive, will I be happy with this conversion?? Anyone done it who can convince me to go for it?
Thanks all in advance.
'> <img src="http://www.zclub.net/iB_html/non-cgi/emoticons/tounge.gif" border="0" valign="absmiddle" alt=''>Thanks thats a good idea, is it really as easy as being just bolt on? How hard are these units to find? Will the performance be impressive, will I be happy with this conversion?? Anyone done it who can convince me to go for it?
Thanks all in advance.
STEVE BURNS
Club Member
my 280zx has a janspeed turbo fitted it was done by mike feeney years ago. as you live quite near me you are welcome to come over and see how it all fits
STEVE BURNS
Club Member
Hi George
I've just remembered Ceri Samuels was breaking his 280ZX a couple of months ago and I know it had a Janspeed turbo fitted to it don't know if he sold it yet his no. is 01554 755950
good luck
I've just remembered Ceri Samuels was breaking his 280ZX a couple of months ago and I know it had a Janspeed turbo fitted to it don't know if he sold it yet his no. is 01554 755950
good luck
Mr.G
Club Member
Steve,
Thanks for the tip also thanks for the offer of seeing your 280ZX I'd love too. (I'll email you).
Learnt from Ceri thats its not just the turbos I need. Loads of other bits which make it a complete unit such as Sump, electronics, Manifold adaptor, inlet manifold with 2 injectors, plus pressure switches etc...
Ceri has sold the unit and was very helpful. He still has some performance and other bits left for the 280ZX if anyone is interested.
CheerZ
Thanks for the tip also thanks for the offer of seeing your 280ZX I'd love too. (I'll email you).
Learnt from Ceri thats its not just the turbos I need. Loads of other bits which make it a complete unit such as Sump, electronics, Manifold adaptor, inlet manifold with 2 injectors, plus pressure switches etc...
Ceri has sold the unit and was very helpful. He still has some performance and other bits left for the 280ZX if anyone is interested.
CheerZ
Mr.F
Inactive
George,
An alternative route to using a turbo conversion would be:
1. Decent 6-branch exhaust manifold and larger bore system
2. Free breathing air induction system
3. Big throat throttle body
4. Improved resonse pressure regulator (FSE or similar)
5. Mild camshaft and head work - port, polish and increase compression ratio.
Stages 1-4 applied to a customer's 280ZX 2 seater raised engine bhp to around 195 and took quarter mile times from the 17 second bracket down to low 15s. The cam and head work would really open up the potential and make Janspeed turbo owners very jealous!
However, the danger with the 280ZX running the standard injection ECU and injectors is that it will run out of fuelling capacity at higher rpm. Janspeed overcame this on the turbo by fitting extra injectors tricked in by pressure switches on the manifold. There are numerous (but expensive) options available now that replace the original control unit (and many of the unreliable 280ZX sensors like the air flow meter) with a new programmable ECU whch in most cases control the ignition curve as well. Just getting rid of the air flow meter would provide a greatly improved and unrestricted passage of air into the engine. A programmable ECU would allow the use of bigger injectors, more compression and a wilder cam. If you want really mad, junk the original manifold in favour of individual throttle bodies on a Weber style manifold. <img src="http://www.zclub.net/iB_html/non-cgi/emoticons/tounge.gif" border="0" valign="absmiddle" alt=''>
An alternative route to using a turbo conversion would be:
1. Decent 6-branch exhaust manifold and larger bore system
2. Free breathing air induction system
3. Big throat throttle body
4. Improved resonse pressure regulator (FSE or similar)
5. Mild camshaft and head work - port, polish and increase compression ratio.
Stages 1-4 applied to a customer's 280ZX 2 seater raised engine bhp to around 195 and took quarter mile times from the 17 second bracket down to low 15s. The cam and head work would really open up the potential and make Janspeed turbo owners very jealous!
However, the danger with the 280ZX running the standard injection ECU and injectors is that it will run out of fuelling capacity at higher rpm. Janspeed overcame this on the turbo by fitting extra injectors tricked in by pressure switches on the manifold. There are numerous (but expensive) options available now that replace the original control unit (and many of the unreliable 280ZX sensors like the air flow meter) with a new programmable ECU whch in most cases control the ignition curve as well. Just getting rid of the air flow meter would provide a greatly improved and unrestricted passage of air into the engine. A programmable ECU would allow the use of bigger injectors, more compression and a wilder cam. If you want really mad, junk the original manifold in favour of individual throttle bodies on a Weber style manifold. <img src="http://www.zclub.net/iB_html/non-cgi/emoticons/tounge.gif" border="0" valign="absmiddle" alt='
'>
STEVE BURNS
Club Member
Mike
how expensive is expensive and would a uprated control unit work with a janspeed turbo, remember your talking to the guy whose knowledge of mechanics is limited to filling the car with petrol
how expensive is expensive and would a uprated control unit work with a janspeed turbo, remember your talking to the guy whose knowledge of mechanics is limited to filling the car with petrol
Mr.F
Inactive
Steve,
A turbo engine is largely a function of how much boost you can run with the available air and fuel supplies. A programmable ECU opens the prospect of building an engine which can take more boost and draw more air and fuel for an efficient "burn". Just adding the ECU to an existing Janspeed system is not an answer to unlimited power: you would need to lower compression, fit bigger injectors and improve your fuel and air supply rates. The limiting factor would then become the ability of the existing standard pistons to withstand the increased loads imposed.
Course of action for a "proper" turbo engine, which will have the ability to exceed 300bhp if we could get it right (I can't talk - I'm still trying various combinations on my own) would start with a fresh block and turbo pistons coupled with the P90 (USA Turbo and 82/83 UK) cylinder head. Big throat throttle body, uprated injectors, a nice big K & N (or similar) sucking a source of suitable cold air and a suitably sized intercooler will all be required. Rewire the engine bay for the new ECU, remove various old sensors, install new sensors with a bit of creative fabrication, ideally a rising rate regulator that will let your new fuel pump and fuel delivery system operate to higher pressures under boost, get the ECU programming just right (an air/fuel meter will help) and you should be just about there.
How expensive? If you need to ask........you won't like the answer!
Come and take a guided tour of my (very slow progress) supercharger installation on NufZed and you'll appreciate the problems involved. Not insurmountable, but also not simple and cheap.....
A turbo engine is largely a function of how much boost you can run with the available air and fuel supplies. A programmable ECU opens the prospect of building an engine which can take more boost and draw more air and fuel for an efficient "burn". Just adding the ECU to an existing Janspeed system is not an answer to unlimited power: you would need to lower compression, fit bigger injectors and improve your fuel and air supply rates. The limiting factor would then become the ability of the existing standard pistons to withstand the increased loads imposed.
Course of action for a "proper" turbo engine, which will have the ability to exceed 300bhp if we could get it right (I can't talk - I'm still trying various combinations on my own) would start with a fresh block and turbo pistons coupled with the P90 (USA Turbo and 82/83 UK) cylinder head. Big throat throttle body, uprated injectors, a nice big K & N (or similar) sucking a source of suitable cold air and a suitably sized intercooler will all be required. Rewire the engine bay for the new ECU, remove various old sensors, install new sensors with a bit of creative fabrication, ideally a rising rate regulator that will let your new fuel pump and fuel delivery system operate to higher pressures under boost, get the ECU programming just right (an air/fuel meter will help) and you should be just about there.
How expensive? If you need to ask........you won't like the answer!
Come and take a guided tour of my (very slow progress) supercharger installation on NufZed and you'll appreciate the problems involved. Not insurmountable, but also not simple and cheap.....
Mr.G
Club Member
Chaps,
Just FYI found out that Jim Cook Racing do a turbo system made by Car Tech of Dallas and that can pump out 300bhp plus. They also do a bolt on supercharger.
As for costs I've been told the turbo is Very expensive, I'm not sure about the supercharger but all these items are from the US so i suspect with shipping were not talking cheap. However with the Cook turbo, I suspect it would be cheaper then trying to find a P90 from the states and all the other bits. Pls correct me if I'm wrong.
Regardz,
G
Just FYI found out that Jim Cook Racing do a turbo system made by Car Tech of Dallas and that can pump out 300bhp plus. They also do a bolt on supercharger.
As for costs I've been told the turbo is Very expensive, I'm not sure about the supercharger but all these items are from the US so i suspect with shipping were not talking cheap. However with the Cook turbo, I suspect it would be cheaper then trying to find a P90 from the states and all the other bits. Pls correct me if I'm wrong.
Regardz,
G
You could always do something similar to what I've done on my MR30 Skyline (brief list):
Stock L28E (pulled down when purchased with 220000km use)
Rebuilt with new rings/bearings & honed block - it was like new inside, no corrosion anywhere...
N42 head & stock compression (8.39:1). Enlarge the chambers for better detonation resistance & the ability to run more boost.
E15ET (N12 ET Turbo) injectors in stock manifold
VG30 'T3' turbo, with T4 compressor & enlarged turbine outlet (stick with a stock T3 to save cash)
Cast J-pipe on stock NA exhaust manifold (get decent manifold for more HP & more cash).
Stock fuel pump
Malpassi adjustable FPR
2L Supra-turbo (Nippondenso) intercooler
custom distributor (locked w/hall-effect) - use locked standard distributor with reluctor-compatible ECU to save $$.
Haltech E6A fuel/ignition computer.
Modified 4-speed auto 'box (or use stock manual)
3.54 R180 diff (changed from 3.90:1)
Approx 180kW at the engine (125kW at the wheels) at ~6psi boost. Bear in mind that an L28E is ~110kW in stock trim....
~12L per 100km & daily driven (~400km/week) for 2 1/2 years.
And approaching the 270,000km service within the next month.
JCR haven't actually 'done' any supercharger kitst for quite some time & I don't think the cartech kit is available any more either.
Surely there's a wrecked R34GT-R nearby that you could borrow the drivetrain from... <img src="http://www.zclub.net/iB_html/non-cgi/emoticons/biggrin.gif" border="0" valign="absmiddle" alt=''>
Stock L28E (pulled down when purchased with 220000km use)
Rebuilt with new rings/bearings & honed block - it was like new inside, no corrosion anywhere...
N42 head & stock compression (8.39:1). Enlarge the chambers for better detonation resistance & the ability to run more boost.
E15ET (N12 ET Turbo) injectors in stock manifold
VG30 'T3' turbo, with T4 compressor & enlarged turbine outlet (stick with a stock T3 to save cash)
Cast J-pipe on stock NA exhaust manifold (get decent manifold for more HP & more cash).
Stock fuel pump
Malpassi adjustable FPR
2L Supra-turbo (Nippondenso) intercooler
custom distributor (locked w/hall-effect) - use locked standard distributor with reluctor-compatible ECU to save $$.
Haltech E6A fuel/ignition computer.
Modified 4-speed auto 'box (or use stock manual)
3.54 R180 diff (changed from 3.90:1)
Approx 180kW at the engine (125kW at the wheels) at ~6psi boost. Bear in mind that an L28E is ~110kW in stock trim....
~12L per 100km & daily driven (~400km/week) for 2 1/2 years.
And approaching the 270,000km service within the next month.
JCR haven't actually 'done' any supercharger kitst for quite some time & I don't think the cartech kit is available any more either.
Surely there's a wrecked R34GT-R nearby that you could borrow the drivetrain from... <img src="http://www.zclub.net/iB_html/non-cgi/emoticons/biggrin.gif" border="0" valign="absmiddle" alt='
'>
Mr.F
Inactive
All "bolt-on" turbo and supercharger applications will be sold under the assumption that you are bolting them on to an engine that is man enough for the task. In my opinion, stock L28 pistons are not up for high boost applications on a long term reliability basis and a stock fuel delivery system isn't going to cope at higher rpm and bhp.
The P90 head for use on an early (dished piston) bottom end is readily available over here fom the '82-'83 280ZX. Alternatively, the N42 early head can be compression reduced by taking material out of the combustion chambers and perhaps using the HKS steel shim head gasket (available in +1mm and +2mm additions).
The 300ZX turbo fits directly onto a 280ZX turbo manifold (rare piece in UK, but available USA) or could be adapted like Janspeed did with an adapter to the stock manifold. I've got a new one of these lying about somewhere if anybody needs it! The standard 280ZX turbo (USA spec.) which I used initially on my own 280ZX, is too small for the job of keeping up with more than about 9-10psi boost. The 300 version, or a hybrid version of it should be adequate.
CarTech equipment is excellent quality, but I'm not sure that the Z/ZX kits are still available. You should all get a copy of Corky Bell's (Mr CarTech) book "Maximum Boost". He really tells it like it is and dispels a few myths in his own very direct style.
The P90 head for use on an early (dished piston) bottom end is readily available over here fom the '82-'83 280ZX. Alternatively, the N42 early head can be compression reduced by taking material out of the combustion chambers and perhaps using the HKS steel shim head gasket (available in +1mm and +2mm additions).
The 300ZX turbo fits directly onto a 280ZX turbo manifold (rare piece in UK, but available USA) or could be adapted like Janspeed did with an adapter to the stock manifold. I've got a new one of these lying about somewhere if anybody needs it! The standard 280ZX turbo (USA spec.) which I used initially on my own 280ZX, is too small for the job of keeping up with more than about 9-10psi boost. The 300 version, or a hybrid version of it should be adequate.
CarTech equipment is excellent quality, but I'm not sure that the Z/ZX kits are still available. You should all get a copy of Corky Bell's (Mr CarTech) book "Maximum Boost". He really tells it like it is and dispels a few myths in his own very direct style.
SeanDezart
Well-Known Forum User
Mike,Mr.F said:
Assuming I find and fit the first item, the K and N air filter solves the second and I fit a 240SX TB, what can you suggest for no.4 (Improved resonse pressure regulator (FSE or similar) ?
Does the intake manifold (and I'm talking on a std N42 early engine) need any work, porting, whatever to the block or anywhere else ?
Ignorant question but does the TB replace the air flow meter and how does one tune the fuel supply back up to meet the increased amount of ait now coming ?
Cheers,
Sean
Mr.G
Club Member
The intake manifold needs porting to the size of your new TB..
Here is one I did a few weeks ago..
You start off with the gasket of the new TB and you place it on the mouth of the Intake.
You then draw around it to see how much material you need to remove
You then start removing material and hey presto! A ported intake manifold for your TB.
Here is one I did a few weeks ago..
You start off with the gasket of the new TB and you place it on the mouth of the Intake.
You then draw around it to see how much material you need to remove
You then start removing material and hey presto! A ported intake manifold for your TB.
Mr.G
Club Member
The TB does not replace the airflow meter, it never has done with the Bosch L Jetronic system - which uses the Airflow meter to measure the amount of air entering the engine.
I would think that you may need a rising rate fuel pressure regulator which would increase your fuel needs as manifold pressure increases and therefore will add the extra fuel you require.
I would think that you may need a rising rate fuel pressure regulator which would increase your fuel needs as manifold pressure increases and therefore will add the extra fuel you require.
SeanDezart
Well-Known Forum User
Thanks George - you know where I'm going don't you !