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Re: 240k booster |
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Not too shy to talk  
Joined:
2002/4/16 11:57
From JKL, Finland
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Registered Users
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My LHD '74 240KGT HT have just same booster and master cylinder as my '75 120Y sedan.
Posted on: 2003/5/26 11:00
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Re: H165 & R160 diff's - interchangable parts? |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
Group:
Registered Users
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Quote:
tsillay wrote:
mmm, dunno about the CW/P..The R pinions are stupidly long.
R160 pinion is 2-piece and gear part is interchangeadable with H165B
Posted on: 2003/5/22 16:55
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Re: L-series to 120y |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
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Registered Users
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Quote:
I am however keeping my eyes open for a 1600 wagon axle H165 for when (not if) I fry the 145. 
Take 1600's leaf springs too, 120Y's own are weak. I have litle bit modified L18(~175hp ~8500rpm...) and I didnt even try with H150, with H165B those damn leaf springs broke when first found traction in first gear. Also with L18 and short-linked Dellortos it's hard to not spin tyres with open diff(with standard cam, with that high rev cam L18 feels like A10 below 4000rpm...) Oh, my 120Y has about 2 degree negative camber at front with stock 180B lower arms, caster has advanced just so much as there's room in front towers with 180B struts and rear axle sits about half inch backward from original position with 710 leaf springs. It makes some difference in handling with quite cheap and simple parts, stock 120Y understeers like a cow but mine is quite neutral even with that much heavier engine.
Posted on: 2003/5/17 0:20
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Re: L-series to 120y |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
Group:
Registered Users
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Quote:
StanzaRallyMann wrote:
I also thought the 610 sway bar would bolt up, but the sway bar mounts on the caster box are in a slightly different position and as such it wants to bolt up on the bend :(. The B210 hits at the top/front of the cross member.
Everything else bolts up nicely, except for the sway bar. Once I have a solution I will let eveyone know, unless anyone else has any ideas
I used 610 sway bar with 610 mounts bolted on 210 caster box. There's not much clearance between castor box hole and swaybar but it fits there just fine. It will bolt in straight part of sway bar when you install mounts in right bolt holes, don't use those where B210 swaybar bolts up but instead those which support caster box. (It's few years when I made my conversion, migh be that you have to drill some holes to that caster box because it blocks those 180B sway bar mounting holes?)
Posted on: 2003/5/16 23:49
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Re: New A series oval port head |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
Group:
Registered Users
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Quote:
ddgonzal wrote:
naukkis, I hear what you're saying about using these heads in a high-compression engine ... but not sure why these wouldn't make a good low/mid compression engine. Some of us would prefer a 8.5/9.0:1 engine for the street rather than racing. At this compression using these "anti-smog" heads, our least expensive gasoline doesn't ping (use a 180 degree thermostat).
Yeah, it won't ping but either it won't produce power and also has bad fuel economy. Quote:
Can you elaborate on why the open chamber is bad?
Because it's ruined head design just for emissions. Quote:
The valves in all A14 heads are inclined, making it a wedge-head (?) except for the large volume below the valves, which as you point out can be milled off. It's still open chamber though, if I understand correctly open chamber means the area around the valves is more flat and "open". The open-chamber design I thought was good for airflow, and using popup pistons to raise compression was superior to closed chamber.
No, closed chamber just means that chamber is closed eg some part of chamber is at same level as head sealing and upcoming piston closes the chamber so it becomes smaller rapidly. That squish area is the reason for wedge-head and when tuning you want to make piston to come as close as possible to those squish-areas( and make those squish-areas as large as possible without sacrifacing flow). That open-chamber head makes just opposite, real anti-tuning to engine and that so stupid that you have to wonder why Nissan ever made those. Here's some link. http://www.chevyhiperformance.com/techarticles/94138/
Posted on: 2003/2/19 0:54
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Re: New A series oval port head |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
Group:
Registered Users
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That's open chamber anti-pollution head, at stock form it's even worse than small-port closed-chamber head. Those Open-chamber heads absolutely kill engine performance, they aren't suitable for turbo use either as they make engine to detonate much easier than real wedge heads with same compression ratio. That open chamber head can be made pretty good by milling but factory closed-chamber heads are still more suitable for performance use.
Posted on: 2003/2/16 22:53
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Re: putting 180B running gear suspension etc in a 120Y |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
Group:
Registered Users
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Quote: you may have to keep 120y booster/master but i would think you could swap in the 180b one, keep all the 120y steering stuff, use 180b struts, id say you would have to keep all 120y rear suspension Actually 180B has exactly same master cylinder and booster as 120Y. Both has bigger booster from -75 upwards. Even 240K-GT has same setup. For LHD models you probably want to use some booster which sits closer to firewall, at least if you use dual twin-choke carbs, reverse-mounting original is other way to make more room. If you use 180B x-member and struts you sure want to use all steering things from 180B too because track length will rise about 2", and they all will bolt straigth in as 120Y has mounting holes for 180B streering box etc. 120Y's original diff is weak, it'll probably break very soon and it's basically good idea to use at least H165 from 160J or 180B wagon, it will bolt in with some easy modifications.
Posted on: 2003/1/27 21:24
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Re: Twin Cam Head |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
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Registered Users
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Quote: P.S. Does anyone know whether the cylinder deck height of the A14 and A15 blocks are the same ? Yes they are same, I once made A14 with A15 internals, only mod needed was cut block little bit to make room for connecting rods, those block strenghtens were only differences I found.
Posted on: 2002/12/24 15:46
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Re: I just wanna cry.... |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
Group:
Registered Users
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Quote: I can't find my catalogue right now but I vaguely remember the pressure plate and driven plate being the same on the A14 pulsar and the A12 But A-series FWD & RWD clutches are totally different to each other, too bad because FWD flywheels are really light compared to RWD's.
Posted on: 2002/11/30 14:44
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Re: 180b datsun |
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Not too shy to talk Joined:
2002/4/16 11:57
From JKL, Finland
Group:
Registered Users
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Quote: a 4-dr there is no window post (b-pillar) between the front and rear door Hardtop is always b-pillarless design. Even with 2-door design. Your Subaru just have frameless windows, it isn't hardtop.
Posted on: 2002/11/27 20:55
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