stevegee

As a Twin Cam enthusiast I am aware of a Dastun rallied in Australia in championships called a 710 coupe like a 240B but with twin cam engine and cr 5 speed. They were around the traps here in the late 70's and pretty competitive. As the owner of the sole remaining 2000GT in Australia I was happy to trounce these guys in events and often got trounced. When it comes to twin cam technology Toyota and Yamaha had the edge.

L24E's are fitted to Skylines, oil brackets are interchangebale. No one yet has told me what model had an oil cooler. I checked a Skyline in a wreckers, NO OIL COOLER OUTLETS on that L24E and the 240Z had no oil cooler outlets, so Q is did the Skyline GT have an oil cooler outlet? Anyone got a manual on the L24E engine possibly can assist??

Nope its not a skyline engine, at least not the late model, I checked one in the wreckers today and it has L24 prefix, E30 head and a apin on oil filter. Ours has elbow shped filter and that damn oil line for a cooler. Must be after market import froma skyline GT. only answer. The injector top set looks like 280zx so E24 injectors would be interchangeable as would the neat set of metal header pipes on the skyline, why didnt 280s have neat exhasust systems instead of the cast srap??

Dunno about rest of the world, there is a website showing 300zx wheels in four or five stud, I think 83/84 300zx non turbo had four lug. You say punch out the short studs and punch in longer studs and then run spacers. You can do whatever you like proving no one finds out, and no one would know until you had an accident involving injury. In fact know one knows nuttin until there is a catastrophe and these days we have Laywers from USA saying no settelement no payment required, they defend for free so we are most highly litagious country outside of California. I dont even like the 300 zx wheel with a tyre it weighs over 15 pounds and the idea is low unsprung weight so I use the wonderful SImmons wheels pictured left on my restored classic zed, they are called OM16's and weigh in at 11 pounds with rubber attached and they run with no wheel shimmy. I understand we even export these wheels to USA . :beard:

Closest pic of Simmons on ZEDMAN I understand these wheels were a special order with the correct tower to tyre offset of 22mm. These wheels dont quite fit a Mark 2 strut for some reason they just touch the springs, did Mark 2's have wider spring sets in the front maybe??

Mar 2 280ZX 2+2

OK on 2.4 E, I wonder if that explains the oil cooler outlet. Maybe GT?? Ride height for Zedman front and rear is exactly 14.00 inches give or take a tenth front and rear. Tyres are 225x50 or 55 series x 16. MArk 2 uses 225x65x14 Eagles, no engine so cant tell ride height but my MArk 2 I just sold had same "stance" enclosed pic..

ENGINE CASTING CODE L24 ('70-73 240Z) #P30 (flattop pistons) L26 ('74 260Z) #P30 (flattop pistons) L28 ('75-80 280Z) #N42 (dished pistons) L28 ('81-83 280ZX) #F54(flattop/dished pistons, siamesed cylinders) SO by having an L24 with flat top pistons and an n42 head I have higher compression. AN engine chart is available at... http://www.zclub.org.nz/links.htm the calculator allows you to play what if I changed this... see ya.. thanks

Over here in Australia we had 240Z 240C and 240K. Maybe the 810 was that type of body. As for EFI L24's unknown if any are here. STeve do you happen to know what to look for on the block casting? I will try to get a part number.. The oil cooler pick up and return ports seem to be tapped into the metal block just above the head gasket and to the left of that offset Oil filter you mention.. Casting mark on block below exhaust ports N42 followed by number 23228. Casting on a spare L28 engine I have a mark 1 also with offset oil filter is N42 followed by 9601D also an N42 head. My zedman has 8X23A casting after the N42 so these are casting serial numbers. Yes I think the L24 might rev more be short on torque but will turn in good miles per gallon especially on LP Gas.

Great on the acquisition, better than running to the WA/SA border for sure Tell me about these heads then?? Where are the identifying marks and what should i look for in all me mottly collection? So far have an N42 on an L24 an N42 on an F54. What is likely to be on the mark 1's?? Where are the cast marks located?? The head on Zedman pictured was reconditioned in 1999 so maybe I got a good head? The rebuild runs ULP/LPG and I suspect it is high compression and set up for LPG and ULP. I got all the gas cyclinders in the deal and the LPG is compliant plated..so I will be able to own the car and drive it on LPG at 35 cents per litre

G'day all adding to this forum, I just purchased a 1982 Mark 2 280ZX 2+2, bare metal project and the engine is an L24 the head is N42 the injectors are all 280ZX Mark 1 with Mark 2 ECU and airbox. L28 670741 was removed and block number L24 458640 was fitted. N42 head casting is apparent and all the injector stuff refitted less some bypassing for LPG. The car runs on both fuels at the flick of a switch, ULP and LPG and has been worked on as all the welsh plugs are bright new cad-plated and engine was fitted in 2000. We haven't started it yet as car is in respray but unable to contact the previous owner how can we sus out what this engine is configured like. ??? I guess we do compression check (What numbers are we looking for in comp pressures). We might be able to remove the sump and do a stroke and bore without distrubing things. Also this engine has an ENZED oil loop with a high pressure braided hose lopping in and out of the engine from the block, from just above the sump gasket. What L24's had oil cooling fittings? What car is this sucker off, we can't find any 240Z's or K's or C's that ran oil coolers..? This one is bypassed so what should we use for oil cooling? How large an oil cooling radiator is required, where do we get one, what pressure is required to be withstood and where best to mount it on a 280ZX?? Thanks :classic:

Like they say oils aint oils Sol, so I guess unless you wanna flip a coin to see if heads or tails?? ...As to which head is best and why, I just read lots of comments about valve types, valve sizes, valve seat tempering for ULP use and quenching flame fronts all pretty techy stuff ? No one has yet answered my question as to why someone would pull out an L28//F54 and N42 and mate it with an L24 fully reconditioned and put it back into the vehicle in the year 2000. I can only assume it was to run the car on LPG and ULP. I am told L24 is a better racing engine with less out of balance harmonics and revs harder.. www.geocities.com/zgarage.2001/engine.html this link is dead..by the way This site has an interactive spreadhseet you can select every piston or L24/L26/L28 block combiniation and every head combination and see what power and compression ration you will achieve its very clever http://www.zclub.org.nz/links.htm

A few half truths exposed here is the chart showing most combinations of most wheels sizes and the tyres to run and the resulting circumference / number of turns per kilomtere.. etc etc http://zhome.com/ZCMnL/WheelSizes.html

If you check the Nissan 280ZX manual you will find 280ZX 2+2 only had three diffs. 3.7 3.9 and 3.54 and if my memory is correct pinion vs crown were 37:11 37:10 and 39:10. My 280 auto runs 3000 rpm at 100 km/h 4000 rpm at 140 and I run 16x205x55 series and the speedo is spot on. In the internet pages is a page showing all tyres sizes wheel sizes roling cirumference and speed difference, i just cant find it for you as I have too many short cuts..

I have an L24 that someone put in a 280zx and it has N42 head. On the New Zealand Z owners site is every combination of every engine you can play what iff...http://www.zclub.org.nz/links.htm just click on the engine calculator any L series to any pistons to any head..

Thanks for that, also as with engines twin cam never fitted to the model will need an engineering report to make sure brakes and suspension can handle the BHP increase. In ACT e.g. you need an engineering certificate even if you fit an 800cc F8B engine in place of a 500cc F5A engine, strange but true..

That hole and the weld run on the chassis rail looks pretty crook..but I would check with RTA/DMV structural repairs by welding can only be carried out by licenced welders. Sure its OK to weld but if it is chassis its structural and that sort of welding needs a DLI (federal) licenced welder just like tanks boilers and pipelines. If it is safety and life then a duty of care applies. If the car crashes and the coroner asks the questions then the guy who welds it will be lible under law. The hole cut by the mechanics was wrong and you possibly have recourse under law, trouble is proving it is gonna be hard, it is a bad repair and you may need to contact a Z works professional, I think there is one in each state here. I read recently of the whole chassis rail being replaced by one of the Z car people. There are new laws in place all over Australia about joining cars together, you just can't do it any more and from what my RWC mechanic tells me any RUST in a chassis is terminal these days and has to be repaired by a structural engineer. I am a TAFE teacher and read much on OH and S issues. Every fatal car crash is investigated these days by TOG, cars get impounded and inspected for illegal modifications and there is ALWAYS a coroners report in a fatal accident. Trouble is if you are the driver you are not likely to be around to hear about it.. ..:dead:

changed it index1.htm sorry