Okay, so I figured I'd ask here before I post on HybridZ.org.

Here's the speil ...
I want to boost. Badly. I want to run my L28 as far as she can go, for the cheapest. Then, while talking with a good friend of mine in Australia about head options [I want to run a cross-flow head], he brought up the Z24. We had originally discussed fabbing up something to get two Z24 heads to bolt up to an L28 block. He says the Z is practically an L-series with a cross-flow head (both of which I like). He also says they're boost friendly. So ...

I figure I should swap to a Z24. Why?

1) Cheap.
2) They're everywhere around here.
3) They're boost friendly [suppose].
4) Did I mention they're cheap?
5) Engine parts [crank, rods, pistons] interchangeable with other 4-cyl L-series

My questions are:
-Will the Z24 bolt up to the stock Z trans (mines' the Nissan unit, not the T5)
-Is the Z24 boost-worthy?
-What power potential can be expected of this engine?
-What performance mods can be had for the Z?

I know many of you don't know, or care about this engine, but I figured I'd ask. Hell, Bleach has an old Datto pick-em-up with an L-series, they came later with the Z. Maybe you've got something for me Bleach?

Thanks guys, the help is appreciated. Comments and suggestions welcome and engouraged.

-Dave-O

 

oh man.... just duct tape the heads together!

If you're going to go crossflow, why not crossflow DOHC! Ya, the L-series evolved into the Z-series and then the KA-series. There is a guy who knows what he is doing who is trying to merge two KA24DE heads together to make a DOHC crossflow head for the L28.
Waaaaay over my head, that's for sure. check it out somewhere on Hybridz

In my mind boost friendly is closed chamber, lower compression than normal. I don't think the Z-series is that. i also heard the Z-series has smaller ports so the head actually performs worse than the stock L-series heads. 4-cyl to 4-cyl That's why some people take the 2.2L Z22 block and put the non-crossflow L-series head on THAT.
Then they have an LZ22

 

Man, that's a mess..why not just put a dohc head from a v12 on it...it shouldn't be that hard..?man, Imagine the looks on peoples faces if you popped the hood and had a bmw valve cover...Man, that'd be it. It'd probaly require alot of machining though. Does bmw even have a dohc v 12, I knew ferrari does(DUH)..too pricey though.

 

Well, I did read on HybridZ last night that the SOHC KA head has the EXACT same gasket as the Z22/Z24 head ... thinking that the DOHC KA head has the same everything, plus another cam and a handful of valves, would mean that a twin-cam KA head should mate right up to the Z/L-series block. Then, that means the L/Z-series block would bolt to my factory transmission, making the swap that much easier. I'd need lower-compression pistons, that's almost a given, otherwise, it should be a bolt-in affair.

I'm not seeing a downside here ... plentiful head options / replacements, blocks that litter junkyards here, it bolts up ...

Sounds good to me.

And yes, BMW does make a DOHC V12, it's a large-bore, small-stroke (oversquare) engine, displacing 6 litres.

 

This engine is what the McLaren F1 engine is based on so yes, it is real however if you want bmw power just follow my lead and drop the whole v12 in there! The engines are plentiful(SOHC version) thanks to bmw's not so great wiring and the new DOHC heads will offer a bolt on upgrade when those become cheaper. I know two people bolting this engine into 1st gen Z's but so far I'm the only one trying to put one in a ZX.

 

Hell, I'd keep it an inline and run the six from the M3.

 

but a V12 is 2 inline 6s strapped together. MUAHAHAHA!! maybe on my next Z =D

 

nah scratch that.. im a fab me up a Z with one of them Caddilac 16 engines... with like 4 turbos.. and a very big clutch... i wonder if that could break the sound barrier

 

no but, you'd break your leg trying to push that clutch in

 

Hey assimilated420, if you break your leg from that clutch, will that give you time to explain what your name means? all I can figure from it is 420...and thats cool as hell, but whats the rest mean?

 

assimilate - to fully comprehend or understand completely; to adapt one culture into another.
I got it from the song Assimilate by Skinny Puppy

 

Hence the Skinny Puppy avatar. I sooo get it now.

Back to being on topic ... any input?

 

haha yeah..

interesting that you would be decreasing the displacement.. not that you couldnt put 500+ HP though.. but id prefer to stick to my L28ET.. all in opinions i guess...

 

What I ideally want is a powerful engine that's relatively ... disposable. There's Z24s and SOHC KAs all over the place, and L28s are a rare commodity around here. I'm looking for budget power - I know, that's hard to do, if at all.

This is what I figure. If I have a great turbo, management, and build setup, and I happen to pop the block, there's a replacement in the junkyard for $300. That's WITH a head attached. And, if I make everything modular, it should be a snap to replace broken pieces. I want to pioneer something with items that nobody uses in 'performance' applications.

Trust me, if I had another three or four L28Es sitting in my carport, I'd run those until they pop, then tune the next ones by the shortcomings of the past engines. That's how performance parts are designed and tested, so why can't I do that with easily-found parts and such? Simple matter of testing my limits, that's all.

 

well when you explain it like that....

 

I also figure if I build a stout enough bottom end, I could bore out the Z24/L24 block out to a 2.6 or whatnot [however far I can go, I suppose], but because the bottom-end would be built for that abuse, the engine wouldn't pop. Seeing as how my main concern is the bottom-end blowing out on me under extreme boostage [hence my using the disposability of these engines], that kind of takes my main focus and throws it out the window. Then I'd be back at square 1 ... I could do that to my L28 and get much more pleasing numbers.

But it's not all about numbers for me. How many S130 Zeds are running around with a majorly-boosted Z24/KA24E hybrid? I'd also be happy if she put 300hp to the ground, and at LEAST that in ft. lbs. With all the weight redux I have planned, she'll haul with that. And that's still streetable out here too. I wouldn't need more than a 2.5" exhaust [unless I get a large turbo, I figure on running either a Mitsu TD05, or A Garrrett T28 from a Volvo, then I'd want to run 3"], and I can still use the stock running gear. Now, it's in how the setup works.

I would initially run a suck-through carb system, with a small Holley 4 barrel or something [I've also considered a blow through with 'boxing' the carb]. Only problem with that is making it work with the stock fuel system. I would eventually run a MegaSquirt fuel system, and leave the stock distributor on the engine for ignition duty. I could run new fuel lines with quick-connect fittings, to make it easier to swap in my L, should I need to. The L could run off the stock computer and wiring [which would be untouched], while the KA-Z [as I will call it from here on out] would run off stock iggy parts and the MS system. Exhaust fabrication would be cake to get everything to line up correctly [simple measuring and flange cutting]. I would make this a true bolt-in affair, as well as COMPLETELY REVERSIBLE.

I'd like to hear everyone's opinions on this. Even if you've never built an engine, much less changed your own spark plugs, I'd like to know your thoughts. They can't do any harm anyway .

I appreciate it guys,
-Dave-O

 

Isnt the KA motor a truck engine, I think you be better off putting a SR20det engine with transmission on the z at least there are more modifications you can do the the SR engine.

 

well i think you should stick with the L24 and stick with the carbureted system along with a new ignition system and new fuel management system..(these cars are 20+ years old.. they may run good now, but their time is due in the near future..) and id prolly upgrade to that Mitsu TD05 turbo.. push lots of air of into the carburetor and with a good carb you could push alot of air/fuel..

i have a question.. has anyone seen a hood scoop.. not a vent.. but for air intake?
and run that to the turbo then through an IC and into the carb?? im sure it would take some fabrication but if done correctly i could see pushing some serious air... sweeettt.........
(im not talking a bulky stickin way above the hood type of scoop but more streamline in perspective with the hood and car..)
the big one goes on my 67 GTO..

well Dave-O it sounds like you got your **** planned out on this and seems like a very worthwile going project and id say go for it.. pioneers are alwayz short and to see a system like that would be pretty awesome.. i just say.. i want to see lots of pretty pictures...

 

Word Up. I was offered a job today, and pending the outcome of a drug test [which is no problem, my dad may be a pharmacist, but I'm no herbal man ], it's a guaranteed position. Soooooo ... that means spending cash. I'll be putting aside a good portion for the engine project, as well as other things - like buying Bleach's wheels off him, fixing my car[s], insurance [I'll be paying $400 a month, that's how bad I'm being raped by Utah ...], and whatnot. I'll plan and budget this more in the future, but I'm set on doing this. Oh, and asssimilated, trust me ... there'll be lots of pics.

On the subject of a scoop, my old Pontiac Sunbird rally-beater had a scoop molded off a '97 Subaru Legacy Wagon scoop, and that fed right into a makeshift intake box. I'll have to find pictures if there still are any. The previous owner did a lot of custom ish to it ... there was plenty more done than the scoop. Anywho, I'm sure it would be relatively simple to fab up something like that. Since the KA24 head is a cross-flow, the intake will be on the passenger-side of my car, I'll have room to make an intake scoop out of my stock '81 non-turbo inlet, and let you know how that goes soon. That, of course, will only happen once I get the engine in. Poo, I know ...