The Z heads work with your choice of twin cam or single cam setup using the chain
you have a choice which is great and the provision for the chain and cogs is casted
on all the heads up to the last Z head.

Be aware not to confuse the post 2011 Z is a different engine with reversed flow and alloy block etc.
I think its ZJ which is the wrong and different head altogether.

For the ZL-VE head...yes correct yet even the last b6 RS had
raised ports and S-VT as well but had Z had the more efficient
shallow style efficient combustion shape found on motorbikes.

There is even more potential with slightly worked ZL-VE cams,
40mm bike carbs, headers and valve springs for 8000rpm.
An A15 bottom end with 78mm ZL-VE pistons and H beam rods
will have extra A15 stroke, CCs & higher possible redline
to achieve that power with reprofiled cams.

Funnily the 1.5L has 78.4mm stroke the 1.6L 83.4mm which
are very close to the A14 and A15 etc.

The weight difference of the Z head is also amazing due to
its narrower valve angles, quoted 15% lighter by the same
guy that was doing the B6 and ZM hybrid below.

The good news is, both heads will work with same plate
so more option for heads at least for all interested.

Apart from a few water passages these heads interchange pattern
even camshafts are a direct swap on each other etc on the b6.
The special B6 head was B6-ZE (RS) but only made 120 hp (90 kW)
whilst the 1.5 L ZL-VE made 130 hp (97 kW; 132 PS) !!!

Z engine share the same bore and stroke as the previous gen B6.

The Z series head was an evolution of the BP-Z3 engine on the turbo mx-5 SP

So the 1.5L Z made more NA HP than any B series naturally aspirated head even 1.8!

bloody watepumps!

Just in case nothing works out for a mechanical waterpump setup

Ive been thinking there is an alternative
The 75.3mm bore z5 engine in some markets
has a chain that ties both cams internally.
In fact all Z heads have the chain provision
on the head design so any chain cogs can be
pressed on to fit other Z cams then the chain
can secure them so just one belt pulley can run.

Externally just one timing pulley belt drive
on the inlet camshaft which is the opposite
side of the waterpump would allow plenty
of clearance to use the stock A series w/p.

All the Z heads average around 110-132hp for 1.5L
top of the range models which is a really nice
upgrade over any ohv 8v head worked or not.

The smaller ZL-VE pulley and crank cog can be used which
are smaller than the B series and has the option of
variable valve timing on the intake cam (S-VT)

https://www.facebook.com/photo.php?fbi ... 2510576821&type=3&theater

1100aud for a virtually rust free coupe
ready for anything you want, a great base!

not mine but would be mine if I was near it

put the on ingur then link just by copy and past
ingur is so easy no need to register

Good thinking yet they look like the ebp versiom of davis craig units
https://daviescraig.com.au/media/1756/ ... EWPRange24-April-2019.jpg
Its a big car so would be interesting to see the flow rate data.

Here is an example of the flat belt side pulleys etc
https://i.ebayimg.com/images/g/MaUAAOSwqHJdsda3/s-l1600.jpg

Reubs did you see the cheap VW Audi waterpump? its pretty cheap at under 30usd new.

If possible the less parts the better so if a pump can work as the idler as well
then it will all be more compact as well and neater. The sentra pump pulley is
just an example and there are others but Nissan qr25 is common for parts.

The Magna waterpump, changed plenty of those over the years for victims
they are massive monsters Neil prob more suitable for irrigating a farm :)

Reubs, great to know you found out it was a spacer for the A pulley!
When I saw a pic of your pulley didnt see any gap there or spacing
so couldnt make that guess at all.

Not clued up on modern engines but this Nissan engine uses the
waterpump like an idler gear with humble contact surface.
Would be good to use something like this then v pulley on crank
only needs to run the alternator and air con at most

Since there is almost halve the material of the alloy used lost
due to the lip for the sump, then the waterpump housing area
can be made with the cavity required for drawing the water
from the primary opening to the waterpump cavity area.
A Sentra pump below could be made to fit and eliminate an idler
making it simple running off the back of the belt.
If not the stock pump could have a pulley with a flat surface
adapted from something else or maybe made up?

Nissan 2.5L sentra pump seems a nice unit and only 27usd new3 bolt design
https://i.ebayimg.com/images/g/wREAAOSwFC1dI2MK/s-l1600.jpg
https://www.ebay.com/itm/Brand-New-Coo ... -4-Cylinder-/370777909575

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Reubs didnt think you needed anything for the crank pulley cog from the Mazda b6
just to open it up to suit the larger diameter datsun A seris crank snout?


Red lines show with idler near the centre of the plate with enough room
for a waterpump of some kind as long as pulley is not too large on it.
Idler could really be a little lower than illustrated.

Blue line shows a short mitsubishi style pump with cog on it which would
need to be compatible with mazda cogs pattern.

Just to note Im using the mazda Z pulleys in the illustration
which are smaller and a little different pattern to the B series
however lighter and would make the packaging more compact again.


https://www.miataturbo.net/build-threa ... zm-de-engine-build-62722/

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