L26 refresh - thought I'd share the results
Posted 18 July 2008 - 05:00 PM
I am aiming for approx 130 + rwkw and still be nice a tractable around town but with instant throttle response..........not to mention that glorious "mechanical symphony"
In the voice of Robert Duvall ...."I love the sound triple Mikunis in the morning"
Posted 01 August 2008 - 10:03 PM
Looks very sexy.
Keep us posted.
Posted 11 October 2008 - 09:08 PM
Was the porting extensive or just a clean up?
With the standard block and no turbo it makes rego and insurance less stressful.
If you have the dyno chart post it up as Id like to see the curve.
Posted 11 October 2008 - 09:26 PM
Posted 13 October 2008 - 11:03 AM
Head work was limited to match porting, CC'ing the chambers, big N42 style inlet valves, valves re profiled (U20 Roadster style) and generally cleaning up of the ports and chambers, cam is a 70/30 grind so nothing OTT, just a nice streetable grind that still pulls well in loow revs.
As far as flat top pistons go, these are the same L24 83mm pistons, standard bore maybe hard to find but oversize can be found on the US ebay sites, (if you go over size you just rebore you block to suit.
I found two sets of standard 83mm pistons via Lindsay Drife (Z shop) a few years back and other through Wayne Coucoud who was spare parts manager with Nissan. I have one set left which I am keeping for another project. Maybe try Brighton Nissan.....I think Trevor is still there and he can find most stuff that is often listed as NLA .
Mikunis are not installed as yet as still waiting for the inlet manifold to be match ported......still a few weeks away from finding the time to fit and dyno.
Posted 29 November 2008 - 08:47 PM
Yes the l26 can be made to go well there is a guy here in south ozz
Peter hall from hall race engineering is getting 260 hp from his l26 with round top Hitachi’s.
Keep up the good work
Posted 13 January 2009 - 10:23 AM
An update on the L26 engine refresh project
Well the Triple 44 Mikunis are now finally fitted and tuned and the results were pretty much as expected but a little short of the 130 rw giggawatts hoped for.
After installing the Mikunis and dynoing the car with just straight ram tubes we made around 123 rwkw at 6000 rpm but had a flat spot at around 4-5000. The next step was to install the Prince GTB cold air box and 280z (US spec) front filter housing and a retune.......bingo ....flat spot gone, 15 % gain in mid range torque and hp and no loss of top end hp. The power delivery is very linear with instant throttle response, pulls fifth gear at 60 kph and pulls away with stumbling....feels just like fuel injection......final figures were around 125 rwkw (165 rw hp) at 6000 (possible a little more at 6500 bit sustained hot dyno runs are not ideal) with great on road drivability. This is due to the 34mm chokes and 70/30 cam. Les Collins (ex Datrally) suggests that 140+ rwkw is achievable if I go to 37mm chokes and a 72/73 cam but this will be at the sacrifice of low down torque and will move the power futher up the rev range......think I'll stick with this setup to keep the car well mannered. Highway cruise needs just the slightest throttle pressure, lambda and CO readings are bang on the money right through the rev range so no horrible fumes and no difference in hwy fuel economy over the old 240 carbs .........all round a very pleasent drive with plenty of welly when required
- gav240z likes this
Posted 13 January 2009 - 11:12 AM
BTW I didn't know Les was still active - where is he working from now?
Posted 13 January 2009 - 12:46 PM
Posted 15 January 2009 - 08:38 AM
Posted 15 January 2009 - 09:51 AM
The dyno I use does not have a computer printout function however the torque figures were calculated to be around 255 nm at 4200 (up from the "optimistic" stock figure 206 nm).
Again not in the league of turbo morors but still quite respectable for an L26
I'm also going to experiment with a Cyclone vortex generator placed in the induction pipe between the front airfilter housing and the cold air box, I have heard mixed reports on these adding power and bettering fuel ecconomy so I thought I'd try it for myself on the dyno and see if it improves air flow and HP
Posted 17 March 2009 - 03:26 PM
Whilst my engine is out (for the engine bay refresh) we will be running it up on the engine dyno tonight to experiment with exhaust headers, the aim is to compare the HM headers with those supplied by Stewart Wilkins Motor Sport and experiment with shortening the secondaries.
The Datrally engine dyno (now Power Play) is very accurate and provides measurements in BHP (actual fly wheel HP) so it will be intersting to compare the Brake HP to the rear wheel hp figures from the chassis dyno........and see what sort of losses there are thru the drive train (rumour has it around 25-30%).
Posted 18 March 2009 - 11:31 AM
Th engine run up last night for the first time with initial results being very disappointing, upon further investigation the cam that is supposed to be a 70/30 grind in more like a 67/68 which is little different from the standard 240Z A grind.
Posted 18 March 2009 - 12:13 PM
Maybe you could also do some runs with various cams, since you brought it up.
That would benifit lots of people too.
What figures did you get?
Posted 18 March 2009 - 01:06 PM
The cam has now gone to Wades to be re-cut to a 72 grind which means I can retain the stock valve springs and only have to go to fat lash pads .....so an easy swap out
The Stock A grind 240z cam made around 170 bhp and the Camtech "70" not much more :-\ but it did hold power to 6000 rpm the A grind fell off after 4500 rmp, so according to the L series gurus in the know, a 72 should be good for around 220+ BHP at 6500 rpm.
(My dyno guys ran up an L28 a few years back fitted with a very mild 68 deg cam and it only turned around 110 rwkw, then fitted a Wades 72 grind and it then shot up to 142 rwkw !!!)
Not sure if anyone else has done back to back chassis dyno to engine dyno comparisons but 124 rwkw (163 hp) made at the wheels against around 180 BHP.....thats only around 10% lost thru the drive train.
Unfortunately I have no time (or the $$$) to experiment with various cams beyond a 72 as the valves springs will need to be replaced and I will run out of piston clearance....a 72 will be the limit unless I then pull the head and flycut the pistons and install heavy springs..... I need to engine back in next week so I can get it ready in time for the Nationals in QLD
Posted 18 March 2009 - 01:50 PM
I'm getting 150 rwhp with an injected L28 with 76 degree cam running Haltech F9 with turbo throttle body, 62mm diameter, and log plus regraphed 280ZX electronic dizzy.
Using the accepted 25% loss through the drivetrain that gives me 200hp at the flywheel.
But as we all know the only true measure of power is the track
I do know that my car will put out 300hp with the right dyno operator........
As 260 said the only real way to check is multiple runs on the same dyno at the same conditions to get the relative changes in power.
Posted 19 March 2009 - 07:54 AM
well the engine dyno does not lie (as chassis dyno's can) and was recently recalibrated (whithin 1hp at 180hp so within 0.5%)
They had some L28s on from Stewart Wilkins MS on the duno recently that made around 290bhp on a 76 deg cam and when a 72 was installed they still made around 275 bhp but lower down the rev range.
Well stay tuned as I hope to get the 72 deg cam in this evening and have another run.....(but I may have to go from 34 to 37mm chokes to get over 200 bhp)
Posted 19 March 2009 - 01:26 PM
Also it may have a lot of top end power but what is the torque like??? Knowing Stewart's work they will be torquey, but for some builders all they chase is a number that can give a not very user friendly engine, an example being a rotary, they may make a scary power figure, but at scary revs, generally have no torque in comparison and need to be driven a lot differently than say a big six or eight with a bucket load of torque, but may not have an enormous amount of power.
Well prepared motors with the best of everything will always outperform a pretty standard spec motor no matter what cam is in it.
Posted 20 March 2009 - 11:59 AM
Stewart engines always pull like train but we have proved his exhausts to be not so good as they create a huge hole between 4000 and 4500rpm (we tested one up against the shortened HM headers and the HM's killed them on power everywhere)
......anyway after replacing the 70 deg cam and installing a Wades 72 deg we hit 193 bhp at 6000 rpm and maintained this to 7000.........The low end figures were very linear from 2500 to 5000 with climb to 6000 and continued flat to 7000.
We then cut around 350 mm of the secondary pipes of the old HM headers and bingo.....we hit 201 bhp at 6000 and carried this to 7000 with power and torque up right through the rev range, we then swapped the 34 chokes to 37mm will little change so I think 201 bhp is the limit with this setup and I'll revert to 34 chokes to improve low down response. Torque figures were good right across the range and very flat (progressive) from 3000 to 6000, we calculated around 78 hp per litre which is a little down from 85 expected (220 bhp) with this setup but I think the inlet manifold is the issue.
The Cannon manifold has a balance tube connecting all the inlets together (good for brake booster) which may be harming power and torque by creating a resonance between the individual manifolds ....so I may plug the balance tube and retest later
Anyway the donk is going back in the car this weekend so we can then compare a chassis dyno figure to the engine dyno and calculate the actual drivetrain loss.
I always thought 25% to be approximate loss between chassis and engine dynos.....but our tests have proven this not to be the case (in this instance anyway) as they are more like half that .
Posted 20 March 2009 - 06:23 PM
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