This website is home to my hobbies which consist of my cars, atvs, arcade games and pinball machines. I no longer have any z cars. I sold the 73 240z with turbo engine to Nelson in LA. The 72 240z was scrapped for parts. I am now working on a single project: 1934 Pontiac

UPDATE November 2005

Steel around to rear doors.

Comparison of rear window/trunk area from original wood to new steel replacment:

I had another lull in updates here because I got sidetracked for a couple months. I sold the 73 240z to Nelson. I scrapped the 72 240z project. Sold off most all of my datsun parts. I have no plans to upgrade frankenford since it got hail damaged. The biggest news, I have been keeping a secret, I have been working on a rod project. Thats right, I got a 1934 Pontiac 4 door touring sedan to make a hotrod. It is starting to progress. Removed all of the wood and steel replacement is underway. Got an 81 camaro front subframe for it. Camaro rear end as well. 454 BBC is all finished and back from the machine shop with TRW supercharger pistons, egale crank, lunati cam. I also picked up the last parts to complete the B&M 250 supercharger system. It will be throttle body injected and controlled my MSnS. It will have the chevy diesel 4 speed manual tranny, 4 link rear suspension.

UPDATE May 2005

The hybrid t3/t04e 57 trim turbo is installed. Also the NPR intercooler is installed. I did not do the weld el turbo header yet. I did install a urethane front airdam. I am in building a shift light for MSnS to run. Ready to remove louvers, black primer car, remove rear bumper, convert to rear disc brakes, put new struts and springs on the car. Trying to decide between coil overs or regular springs. Gtech shows around 260hp at the wheels at 14psi boost. Time to turn up to 18psi boost now.

UPDATE March 2005

New tie rods and steering rack boots are installed. The hatch seal is repaired. The ECU now runs with MSnS_Extra021U code and controls the cooling fan. Fuel pump mounting is finished. I have not purchased an aero kit yet, hopefully this summer and a new paint job. I did buy a hybrid T3/T4E turbo to upgrade the car now that it has stabalized. I will be installing the hybrid turbo, NPR intercooler and custom weld el turbo header all at once. This should increase hp from the current ~220rwhp to ~320rwhp.

UPDATE December 2004

Been a long time since an update, so here it is. Got the GM alternator swap finished and re-wired all grounds. Removed external voltage regulator and bypassed the stock ammeter. Put in a voltmeter. Cleaned the fusebox so everything works now, lights, wipers, etc. Installed urethane steering coupler and urethane TC bushings. Fabricated heat and weather shields for turbo and electronics. Put in new brake booster and new master cylinder. Fix intercooler piping with a mount to front of the engine. Upgraded from MSnS code on my ECU to MSnS_Extra code to allow me to control the electric cooling fan from the ECU. It also gives me the ability to have target AFR tables to use with my wideband meter. Fixed rear view mirror. Fixed visor. Put in a stainless steel battery tray and hold down clamp for the battery. The car is very close to being a daily driver at this point. What is left to do: new tie rod ends and steering rack boots, repair hatch seal, connect ECU to cooling fan relay, weld fuel pump mount, install aero kit(airdam, side skirts, rear skirt, spoiler) and paint.

UPDATE May 2004

I got the saab 9000 intercooler installed, went in real easy. Dropped my intake air temps from 190 degrees to 90 degrees at 10psi boost. Upped boost to 12psi and Gtech showed 220hp. I am now running at 14psi and working out a few bugs with intercooler pipes blowing apart. Now the car is fun to drive, it gets sideways on the pavement when I hit second gear. Now I need to finish up a bunch of little stuff so the car can become a daily driver. I plan to stay at 14psi boost until this turbo dies or the engine dies.

UPDATE April 2004

Been busy this last month. Got the tech edge wideband meter, put it together and got it installed in the car. I also got the JSK fuel rail and 450cc DSM injectors installed. I replaced my return fuel line with a hard line. I went ahead and had my 240mm flywheel resurfaced, ordered the ACT 6 puck ceramic clutch/heavy duty pressure plate and got it installed. I rebuilt the clutch master and slave cylinders. I also re-installed the T-5 bellhousing gussets for more strength. I got the electric cooling fan and controller installed. Moved the BOV and installed the hood. Installed the factory idle air valve back in. I got everything finished except the intercooler install. Did a quick tune of the car using the wideband meter. Was able to show 195hp with the gtech meter now. Not bad for running the same 10psi boost level as before and being non-intercooled. This is also at 6500' altitude. I am very happy with the preliminary results and the car is running great. Did have a scare with smoking exhaust, thought the turbo seals went out, but it turned out to be leaking brake fluid into the booster and getting sucked into the engine. So the next things on the list are intercooler install, brake system overhall, and oil cooler install. I will re-measure with gtech after the intercooler is put in.

UPDATE March 2004

Back onto the turbo 240z again and things are moving along.  I took it for a couple drives with 60mm TB, DSM BOV, and MSnS ECU.  Throttle response is amazing.  I am very happy with the new computer and other components.  I was still running the stock injectors and they are getting very leaky so I pulled them off before I turn into a fireball.  The DSM 450cc injectors are ordered.  I also ordered the Tech Edge wideband DIY kit.  The only thing not on order to really finish the car is the ACT clutch kit.  I'll get the injectors installed and the intercooler.  Then I will work on tuning and get the clutch ordered.  After that, mustangs, camaros and vettes beware.  I also fixed my throttle linkage so I get full throttle.  It turns out since the turbo swap my linkage was wrong and I was only getting 3/4 throttle, which explains the low 150hp reading from Gtech.  Heh heh, can't wait to drive it now.

I used some spare parts laying around and fabricated a new linkage arm that looks just like the stock unit.  I am very happy with the way it turned out and now I get full throttle.

Also got the air filter mounted.

I located the MSnS relay box where the washer bottle use to be.  The MSnS computer is located under the dash on the passenger side in the glove box area.

UPDATE February 2004

Wow, the one year anniversary of the 73 240z Turbo car.  I spent half of Jan and all of Feb working on Frankenford, but now it is completed and has hit the road.  I will now be getting back to work on the turbo car and installing the 450cc injectors and intercooler.  

UPDATE January 2004

I received the TB adapter plate and new fuel rail from JSK innovations.  I installed the 60mm TB already.  I also completed the 3" mandrel bent exhaust.  Things are progressing very well, but I have to take some time off to work on FrankenFord.  This should only take a month and give me time to save up money for the wideband O2 sensor and ACT clutch kit.

UPDATE December 2003

Several things are coming together now.  I ordered the couplers and reducers I need to reconnect everything to the turbo.  I also ordered the TB spacer for the 60mm TB install.  I ordered a JSK o-ring fuel rail so I can put DSM 450cc injectors in.  I picked up a cheap Saab intercooler to get me started.  I also found out that the 240mm flywheel I already have from a Nissan truck will work with the ACT 6 puck clutch kit.  I got the flange made to install the DSM BOV.  I am now planning on 3 intermediate stages over the next couple months to help me learn about tuning and all of the new parts I am installing.  I already own all of the following parts, so it is just a matter of time to work on the car.  They break down like this:

1st stage:  10psi boost, using j-pipe with IAT mounted in j-pipe and BOV vented to atmoshere, 60mm TB installed, DSM 450cc injectors and new fuel rail, and GM HEI ignition run by MegaSquirt'nSpark.  Same boost level that I drove around before, but with new TB, injectors, and ECU.

2nd stage:  Install Saab intercooler and see what the pressure drop is in the manifold.  Raise boost back to 10psi.  Then raise boost to 12psi and see how everything works together.

3rd stage:  Install ACT 6 puck clutch and 240mm flywheel, Install R200 LSD, install sumped gas tank and new fuel lines, install bigger fuel pump, turn boost to 14psi if IC is not too restrictive.  Somewhere in the three stages I need to port the intake manifold to match the 60mm TB. 

One part that I want to pick up to install with the new fuel rail and injectors is a 75 280z non-egr manifold.  I am going to the junkyard this weekend to see if they have one.  If not I will just use the L28ET manifold.  I am ready to have my brother weld the sump on my spare gas tank so I can get that installed when the new clutch goes in.  I bought 3/8" NPT mild steel couplers and cut them in half to make my own weld in bungs for the fuel sump.  

Here is a picture comparing the stock TB to the new 60mm TB.

UPDATE November 2003

I now have MegaSquirt'nSpark(MSS) installed on the car.  The engine starts easy and idles good, but I have not finished tuning yet.  I have to complete the exhaust, install 60mm TB, install BOV, intercooler and a couple other things before finishing the tuning.  Right now I am running MSS with a GM HEI module to fire the coil.  I haven't found a flywheel yet to upgrade to the 240mm clutch.

I didn't have much time to mess with the G-Tech unit before starting these upgrades, but I did get a reading of 150hp with slipping clutch, etc.  That could be close.

I also got the S&W 8pt rollcage installed in the car.  I had to repair rust in the floor pans while installing the rollcage.  The seats and seatbelts are back in, ready to test and tune with MSS.

Update September 2003

This  month I installed 280zxt hood vents into the 240z hood to help with cooling of the turbo engine.  I also bought, assembled and tested the Megasquirt fuel injection controller.  I have not installed MS on the car yet.  I also bought the 1G DSM BOV and a 240sx throttle body that is 60mm.  I bought a G-Tech Pro to test the cars performance before upgrading any more components.  The clutch is starting to slip a lot so I am going to get the 240mm clutch installed as soon as possible.  

Next on the list is installing the MS, 240sx TB, BOV, MSD 6A ignition.  I will test the hp with G-Tech before and after these upgrades.  I will post the results of the before test in the next couple weeks.

Update August 2003

I got the 5spd, mustang shifter, custom driveshaft and R200 differential installed.  Also got the 2.5" mandrel bent downpipe installed(see pic below).  Put in new piping for the AFM and air filter is mounted.  I removed the AAC and VCM and plugged all unused vacuum ports.  New clutch is in and new throwout bearing.  Making the custom tranny mount went good.

Took the car for a couple test drives with all the new stuff and now the turbo is on full boost of 10psi by 2700-2800rpm.  In 5th gear under full throttle is it fully boosted at 2500rpm.

Next on the list now is the one wire alternator, and MegaSquirt.  I also have to finish the 3" mandrel bent exhaust the rest of the way back.  Also have to get the BOV installed and then it is ready to try the quarter mile.

Update July 2003 turbo240z running great

Installed the manual boost controller and turned the boost up to 10psi.  The car is really pulling hard now.  I got the 5spd shifter in and it looks like it will work good.  I also got all of the parts in to make my own 2.5 inch mandrel bent downpipe with two 45 degree bends and a full 3 inch exhaust system behind that with a dynomax racing bullet muffler.  Replacing the restrictive stock downpipe with the new mandrel bent setup should gain 20hp according to other people who have dyno'd the change.  Also, the car is fully spooling the turbo by 3000rpm now, I am sure it was more like 3500rpm before.  

The next steps on the list are to install the exhaust system, the 5spd tranny, the R200 differential, GM one wire alternator, hard fuel return line, and new piping to the AFM and air filter.  These steps also require a custom driveshaft to be made, custom alternator mount, custom tranny mount, and I will be installing a new clutch disc.  Right now, to save money and time I am going to stick with the 225mm clutch that was original in the car.  Down the road I will go to the 240mm clutch that came in the turbo car.

Old July News

I found out by accident that the FPR was stuck on the car, a little tapping freed this up and now the car runs great.  I have put plates and insurance on the car and have taken it to the pavement.  Very impressive.  Had to fix broken brake line, bad voltage regulator, replace fuel tank filter, add cooling fan.  I also got boost gauge installed and fuel pressure gauge.  I have plugged the pop off valve and order the parts to make a manual boost controller.  I will  be raising the boost to 10psi for now.  I also ordered the mustang shifter for the 5spd tranny.  The car is much closer to becoming a daily driver, can't wait to take it to the drag strip and see what it will do.

Update May 2003 L28 Turbo 240z hits the road

Actually took the car on several consecutive test drives and now things are starting to run good.  Oh man, when the turbo hits in third gear it feels really good.

I have been able to take the turbo car on 3 test drives so far.  The last drive I went about 8 miles.  In general everything is working, but I still have a big list of things to finish before it becomes a daily driver.  I am really impressed with the turbo L28 engine.  Now it is time to get back to the V8 car.

Update April 2003 L28 Turbo 240z is Alive!!

On the 11th, Friday night, I got the turbo engine fired up in the 240z.  It sounds great and the turbo is working.  Finally a victory after six weeks of working on this car.  Now I have to get the gas tank hooked up, the exhaust put on, throttle linkage re-located, and the AFM mounted.  Then I can take it for a test drive.  This car is going to scream, the engine sounds real strong.  Several people claim the 240 with a stock L28et should run 13 second quarter miles, I can't wait to find out.

Update March 2003 Breaking News

That is right, I said breaking, as in valves hitting the pistons.

The L26 engine in the 73 car had problems.  I got the engine running and it had a lot of top end noise so I pulled the head and there it was, somebody timed the valves wrong.  

So I got in touch with my friend and to my surprise he set me up with the following:

Yep, forget that puny smogged out L26, we are throwing in a fuel injected turbo L28.  I got the L28ET and 5 speed Borg/Warner tranny.  I will start this swap next weekend (3/28/03).  I am putting the V8 car on the backburner so I can get this car in daily driver condition.  I am estimating 3 weekends to wrap this car up, as long as this turbo engine runs.

I started de-greasing last night, boy what a mess.  Its going to take another night to get this engine cleaned up.  It is suppose to run good and have good boost.  I will check the turbo tonight to see if it seems to be in good shape.

Update February 2003

I bought another 240z on 2/27/03.  I now have two 240z cars.  The plan now is to use the new car(73 240z) as a daily driver and continue with the V8 conversion on the 72 240z.  The new car is a lot better in the rust department.  The previous owner was in the middle of swapping a 260 engine in, so I will finish that and start driving the car if the new engine is good.  It only needs a few things hooked up and it should be ready to go.  I also got the original 240 engine with the car.

I have since sold moby to Tom in Indiana.  I will keep the Moby pics on this website for historical purposes.  Be sure to check out the vintage Chevy van website (www.vcvc.org) for more pics of cool old Chevy vans. 

This website was updated on 5/13/03

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