Turbo 240z Specs                                            V8 240z Specs

72 240z                                                                 73 240z
83 L28ET engine                                                 Northstar DOHC V8
R200 diff 3.70 gears                                           R200 LSD
Borg Warner T-5 tranny                                       A833 4spd w/OD
S&W 8pt welded rollbar                                      Full Tube Chassis
3" Mandrel Bent Exhaust
MegaSquirt'nSpark EMS
Tech Edge Wideband O2
JSK O-ring fuel rail
DSM 450cc injectors
240sx 60mm ThrottleBody
JSK TB spacer
Stock T3 Turbo
DIY MBC
Saab 9000 Intercooler
DSM BOV
ACT 6 puck clutch
Turbo Hood Vents

Next Mods                                                            Next Mods

Hybrid T3/T4 turbo
Spearco Intercooler
High Flow Fuel Pump
New Disc Brakes

The 240z V8 Conversion and the Turbo 240z

UPDATE 12/2/03

I now have the S&W 8pt rollcage installed in the L6 turbo car.  It took 14 hours of work to install the cage.  I think it turned out very good.  See pictures on the main page.  I also have the car idling with MegaSquirt'nSpark(MSS).  I wrote an installation guide for putting MSS on the L28 turbo engine.  The guide can be found at the hybridz forums under the turbo section.  I am continuing on to finish the tuning of the car with MSS and then finish upgrading the car this winter to run 14-16psi of boost.

UPDATE 10/06/03

I am going to put car updates of the V8 240z and Turbo 240z in each section and just title each appropriately, so if you look into any section you see the story of two cars.

UPDATE 8/27/03

The L6 turbo car is going so well and I am learning so much from it, that I want to continue through this winter with the L6 turbo car by adding DIY fuel injection and ignition control, roll cage, rust repair, hybrid turbo, injector, fuel pump upgrade and various other small  upgrades.  Going through all of these upgrades on the L6 turbo car will let me learn so much about the fuel injection and small chassis upgrades, that I believe I will be way ahead of the game next summer to work on the V8 car.  I have already increased my knowledge and confidence by huge amounts this year with the L6 turbo car.  So look for me to hit the V8 car again next year with a renewed inspiration.   At this point I will say that it exists in my mind as follows:

Twin Turbo engine (either northstar 4.6L 32valve DOHC all aluminum 400lbs, GM 3.4L 60 degree V6 24 valve all aluminum DOHC, GM 4.3L V6)

EMS--Ultra MegaSquirt

Full tube chassis with 12 point roll cage and 4 link rear suspension, solid axle

Limited street use, goal of 0-60mph in 3 seconds flat (don't laugh too much)

UPDATE 5/1/03

It is time again to continue work on the rebuilding of the V8 cars frame and rocker panels.  For the last couple months I have been working on the turbo car and now it is coming together good enough that I can start to share time with the V8 car again.  Some major changes in the plans have taken shape in the time while I have been of doing other things. First of all, I have decided that the V8 will be an electronic fuel injected engine.  I will be using MegaSquirt EFI and most likely Edelbrock intake manifold.  The rest of the plans for the V8 car have fallen into a shroud of secrecy.  For several reasons I have decided to keep a closed lid on the development and direction of the V8 car's fabrication so that when it is all finished I can unveil it and hopefully receive a few oohs and ahhs (and maybe a couple gasps).  That is all I am throwing out for now, stay tuned.  

UPDATE 2/28/03

I bought a second 240z to use as a daily driver while doing the V8 conversion.  Scroll down to see a picture of the new car.

UPDATE 2/24/03

The passenger floor pan is tacked into place.  The passenger sub-frame is complete and fits good.  I haven't tacked it into place yet.

UPDATE 2/17/03

Got the new floor pan fitted in place.  Now I have to work on the inner and outer rocker panels.  I will be replacing the inner rocker with 1x3 tubing and I already have replacement outer rocker panels.  I plan to put the sub-frame in first to take the load off of the rocker panel so I can then replace it.  I may also have to tack weld some tubing in to support the car while doing this work.

UPDATE 2/03/03

Started replacing the passenger floor pan.  The old floor pan is completely cut out.

UPDATE 1/22/03

I took some time off for the holidays, but now I am back at it.  I got the passenger frame rail completed and tacked it in place.  See frame section for pictures.  I also switched over to using shielding gas with my MIG welder.  That should be that last hurdle besides finishing the work itself.

UPDATE 10/27/02

The wood stove is installed.  Man it is nice to have heat in the garage.  This coming Wednesday is only suppose to hit 25*F for the high.  I got the passenger frame rail cut out and started building the replacement frame.  

UPDATE 10/6/02

I had to run electric to the new garage. I am also insulating and adding a wood stove for the winter. I now have a Hobart Handler 135, auto darkening helmet, 7hp 60 gallon air compressor, 14" chop saw, and a good assortment of air tools. So far I have spent $1500 on tools. As for the car, I have pulled the engine and I am now ready to replace the engine compartment frame rails, floor pans, lower frame rails, and make sub frame connectors. When all of that is finished I will buy the seats (Corbeau most likely) and install the roll cage. So far I have bought the tranny and rebuild kit for it (New Process 833 4 speed), roll cage, floor pans, 2.5" square tubing for engine compartment, 1"x3" tubing for the frame rails, JTR mounting kit, R200 LSD, drive shaft flange adapter for 300Z input flange.

The plan is to run a 450hp 350sbc, dual exhaust, aluminum fuel cell in hatch, relocate spare tire to hanger under hatch, use hydraulic throw out bearing to simplify clutch linkage, griffin radiator with Taurus cooling fan, etc etc....

I plan to build in two stages, the first to be completed by next summer. This will just get the car drivable with pretty much stock brakes/suspension/no interior. Then as I iron out some of the bugs I will start into the second stage that will consist of the real suspension build and body work. At least I can test drive to see what I have before diving into the suspension, brakes, tires, and boring body work. More to follow..........

UPDATE Summer 2002

No time for the Z this summer.  Had to build fence, build a barn for the horses, misc repairs on the house, etc....

UPDATE March 2002

Moved to the new house.  Now I have a detached 24 x 30 garage and 50 acres.

UPDATE January 2002

Purchased a 1972 240z for the V8 conversion.

In the past I did a V8 conversion on a '63 Chevy-II.  Talk about a tight engine compartment.  There was one spark plug that was virtually impossible to change.  That conversion was straight forward, I only had to fabricate the exhaust and oil pan.  You can buy the oil pans specifically for this conversion, but we just fab'd one up to clear the steering rod.  I just put a 350/th350 combo in that car.  Man did it ever smoke the tires.  I learned a few valuable lessons on that conversion.

1.  If the engine compartment is tight you will have problems with the starter overheating from the exhaust.

2.  Ground clearance!!  I bottomed the oil pan out on a bumpy road.

3.  Heat the garage, working in the cold is demoralizing.  I was laying outside on the concrete pad while it was snowing, holding the rear of the auto tranny while the tranny fluid ran down my arm into my insulated coveralls.  Oh, that was fun!!

The newest addition to the Z car family.

The V8 conversion car.

Here is how the car had been setting for 5 months in the new garage.

Finally on October 16th, 2002 I rolled the car to the front of the garage and started work.

I had to put this pic up because it made me think of what they say "If you can't stand the heat....."