High compression N/A build question

[Co0kieduster]

I'd like to do a high CR N/A build. I have an L24 e88 head with a fresh reground cam .460 280/280. Guessing the bottom end is stock. Dual webers 32/36

After searching I don't see much info on using the e88 head for an NA build, everyone seems to be going with a n47 or p90 i believe

My questions

1st how do I know what block I have?

2nd should I get an l28 with one of the other heads for a good NA build? And, if that's what I do will the cam I have work in the other head?

3rd will the e88 make a good high compression head? maybe with some work done? or is this not cost effective?

I am not an experienced mechanic....but I have been able to do almost all the work myself so far and would like to as I want this car to teach me as much as possible. The cam had to be reground due to a broken oiler and a wiped lobe. I have a friend who is a pro and he helped my check wipe pattern, timing and tune the car when I did the cam.

My goals are somewhere close to 200whp

[madkaw]

There is ton of info on this site and Hybridz on this subject-what info have you found by searching?

If it's a l24 block it should be marked p-30. What year e-88 makes a difference too. The early e-88s are good heads-but how much compression do you want to run? What gas are you going to run? That cam won't allow a lot of compression on today's premium gas.

200HP is a reasonable goal and there is a large thread at Hybridz right now covering this.

The power is mostly in the head and lots of tuning. Probably tuning more than anything.

[Co0kieduster]

Oops forgot to mention that, with the e88 as my head, I was thinking of either boring out what I have .040 maybe and getting flat tops or using an l28 block with flat tops

I can polish the head myself, porting out of the question. If that is a must for high CR then it would go to the machinist.

[Co0kieduster]

Yeah I read the thread they have up now where they got into about the higher rpms. What I couldn't find was info on using the e-88 for a high compression build. I was hoping to run premium i.e. 93. Anyway of telling the year of the e-88? If I had to guess I have a later year as when I pulled the wiped cam is was stamped "C" . I'm think around 10:1 CR.

[beermanpete]

The best thing to do is pull the head and measure the volume of the combustion chamber and the valve diameters. These are the main differences between years.

[madkaw]

If you have the head off, check out the thread on Hybridz covering different heads-they have pictures!

[Co0kieduster]

Great thread, if I had the head off, was reading it last night. I am just trying to compile information and decide what to do before I start any work. The Z is my dd right now, but being forced to borrow my gf's S2000 while its apart will be tolerable I suppose

Just trying to avoid putting a bunch of work/money into something and finding out I could have slapped together a few part for half the price and reached my goals.

I've read some conflicting info on CR I believe too. Many state that pump gas will work up to 9:1 others say 10:1 is the limit.

If I can reach 200whp on 9:1 that's fine.

Can anyone explain why the S2000 can run on 93 with an 11:1 CR but not the Z? obviously its newer technology, but whats the real reason?

[jmortensen]

Can anyone explain why the S2000 can run on 93 with an 11:1 CR but not the Z? obviously its newer technology, but whats the real reason?

There are a BUNCH of reasons, but just a few would be rod/stroke ratio, fuel management improvements, ignition timing improvements, cooling system improvements, combustion chamber shape.

You can reach 200whp on 9:1, and as I've said there a number of times, it's much better to be able to optimize the timing for power than it is to run too much compression and have to back the timing off so that you can run without pinging. Also your cam is too small and you should ditch the DGVs IMO.

[Co0kieduster]

I knew I shouldn't have listened to all the "DON'T GO TO BIG" with your cam people.....oh well lesson learned. Another regrind possible right? new valve springs too.

I'd like to ditch the DGV's, Can't decide if I should get SUs or triples....seems like SUs can perform, but the triples just have that way cool factor. Worth the money? idk

9:1 is fine. I really need to find out what I have before I go any further.

PO said the car had an L24, but the car is a 260z, and after pulling a "C" cam out of it (with .160 lash pads) im wondering what about my engine is actually L24 or if the PO just didn't know. This would be much easier if It were in pieces. Hey maybe the valve springs aren't stock either!

Any Zcar experts in Eastern NC?

[Zed Head]

I'm not positive for the early blocks, but I think that if you look at your engine block, right above the starter, just below the head/block interface, you'll see a flat pad with some letters and numbers stamped in to it. L24, L26 or L28 are usually the first three symbols.

The engine serial number follows. If the numbers match those on the ID plate on the strut tower, you have a "numbers matching" engine/body combo.

If not, at least you'll have an idea what engine you have.

Edited September 22, 2011 by Zed Head

[Co0kieduster]

Sorry havn't had alot of time or money to work on the Z recently. Been doing some maintenance on the girlfriends S2000 and attended a few weddings which ate up all the cash and time. Anyhow, with some luck ill have a few bucks by the end of this month.

Found out I have an L24 block. Thanks for the help on that, was really hoping to see L26 or L28:)

Still can't decide if i should work with what I have, or just shop for a new block and head combo that will give me the CR and power I want.

Not even sure from all my reading if the L24 e88 combo can net 200rwhp?

[John Coffey]

9 to 1 and 10 to 1 is not high compression. That's a normal engine compression range.