high performance L18?
high performance L18?
guys,
how do i go about building a performance L18 engine that i can use for trackdays?i plan on using 40dcoes on the L18, but have not much idea on wht other mods i need..
how do i go about building a performance L18 engine that i can use for trackdays?i plan on using 40dcoes on the L18, but have not much idea on wht other mods i need..
RE: high performance L18?
I know a guy who is selling a Specialty Engineering turbo L18. He had it built years ago and I don't think he ever got around to actually assembling it. 510ROB might know the specs on it. The components are in Vancouver BC.
John Thiessen
72 Wagon
72 Wagon
Turbo L18, sounds fun
My opinion is that unless you have a turbo L series, you should swap if you want a track day car. IMHO that is..........
My opinion is that unless you have a turbo L series, you should swap if you want a track day car. IMHO that is..........
"An intercooler...has never been, nor should ever be, considered icing on the cake. A proper intercooler is more cake."
Corky Bell, Maximum Boost
"one of the little things that add up"
-defdes
Corky Bell, Maximum Boost
"one of the little things that add up"
-defdes
Re: high performance L18?
What is your budget? What are your expectations? What are your abilities?badgti wrote:guys,
how do i go about building a performance L18 engine that i can use for trackdays?i plan on using 40dcoes on the L18, but have not much idea on wht other mods i need..
RE: Re: high performance L18?
i prefer a worked n/a l18 ,with high revving capabilities rather than a turbo as i have a evo 2'd colt and since i bought the 510 ,was really keen on building a complete replica of the BRE510 for daily use and weekend curcuit.
A turbo L18 with the old Engine Air turbo kit (based on the 3ld-168.68 spec turbo) should make ~185HP at the wheels.Dimebag wrote:I know a guy who is selling a Specialty Engineering turbo L18. He had it built years ago and I don't think he ever got around to actually assembling it. 510ROB might know the specs on it. The components are in Vancouver BC.
There was a copy of that 1st edition on E-Bay a few weeks ago that sold for about $15...
There are two versions of that book.
1st edition = How To Modify Datsun Engines and Chassis
2nd edition = How To Modify and Race your Datsun
The 1st edition had the excellently written camshaft article penned by Racer Brown, 42 pages in total. The 2nd edition has the same camshaft article, only it's the massively abridged version which is too bad...
There are two versions of that book.
1st edition = How To Modify Datsun Engines and Chassis
2nd edition = How To Modify and Race your Datsun
The 1st edition had the excellently written camshaft article penned by Racer Brown, 42 pages in total. The 2nd edition has the same camshaft article, only it's the massively abridged version which is too bad...
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- Location: vancouver
Re: RE: Re: high performance L18?
Longer Rods and Short Flat Top Pistons with valve reliefs... Bore it out at least 0.040"-0.080" over for less shrouding of the 44/38mm valves you're going to have installed in the head while you get it crazy ported. Racer Brown #391-R Cam, with components to match, max effort and lightweight everything valvetrain w/spray bar... Properly balanced and blueprinted bottom end, with a comp header and good free-flowing exhaust... what do you think? You think those DCOE40s he has, with some big chokes, would be good enough for 9,000RPMs? Probably need more carburetion.badgti wrote:if for high revving n/a setup wht would be neede to be done in the engine other than balancing bottom end, are there any ways i can get the l18 to perform wit the twin 40dcoe's i hve?
Re: RE: Re: high performance L18?
40dcoe's are not enuf for 9k rpms? currently i am trying to source for the l28e n.a pistons that are supposed to be flat-tops rite?but they're hard to come by .wht kind of compression will i roughly get if i use a thinner headgasket(i can get metal headgaskets) 0.7mm and just shave the head 0.4mm off?Rehs wrote:Longer Rods and Short Flat Top Pistons with valve reliefs... Bore it out at least 0.040"-0.080" over for less shrouding of the 44/38mm valves you're going to have installed in the head while you get it crazy ported. Racer Brown #391-R Cam, with components to match, max effort and lightweight everything valvetrain w/spray bar... Properly balanced and blueprinted bottom end, with a comp header and good free-flowing exhaust... what do you think? You think those DCOE40s he has, with some big chokes, would be good enough for 9,000RPMs? Probably need more carburetion.badgti wrote:if for high revving n/a setup wht would be neede to be done in the engine other than balancing bottom end, are there any ways i can get the l18 to perform wit the twin 40dcoe's i hve?