Engine Information

After hearing about several other 240Z's w/ turbocharged L28's, I knew I had to have one.  I was lucky enough to literally stumble on a rolled '82 280ZXT in 1999.  The only thing I needed to do to get the car was go up to Seattle and get it.  This particular 280ZXT was in very good shape and the turbocharger had recently been replaced.  After cutting the car apart and extracting all the good parts... I started in on the conversion:

Engine Swap Etc.

(click on any thumbnail to get the big picture)

I seldom do any real work on my cars... here Sean Funk and Dustin Seeley have pulled the old L24 while I've been prepping the L28T.	Just moments after the L28T was lowered into the engine bay for the first time.	Here is a shot of the famous P90 L6 head after a quick valve job.  The P90 features a "peanut" chamber much like the SSS 4 cylinder head and is great for turbocharged or big high CR L6's.

Engine:  Nissan 'L-28ET' 2.8 liter turbocharged inline-6

    Block/Head: L28ET block, P90 head (peanut chamber) 

    Crankshaft/Rods/Pistons: stock L-28ET

    Cam: stock

    Valves: stock

    Springs: stock

    Oiling System: stock (stock oil cooler from '82 280ZXT)

    Compression Ratio: 7.8 : 1 (yucky)

    Exhaust: 2.5" TIG  welded (thanks Jeff!) w/ mandel u-bends back to a stainless silencer from an Indy Light car (no joke.. click here for picture)

                      With 2.5" exhaust straight back to this measly silencer, this car is very loud.  

                      It sounds killer at WOT... and virtually no back pressure.

    Cooling System: stock L-28ET, 280ZXT radiator crammed into 240Z (very bad idea in hindsight)

    Horsepower: varies depending upon boost, condition/tune of EFI system, & integrity of clutch

       Gtech'd hp numbers from past tests:

            163rwhp @ 5psi (~200 crank hp)

            192rwhp @ 7psi (~240 crank hp)

            217rwhp @ 12psi (~260 crank hp)

      I really wanna get this car on a chassis dyno to see what it can do.

EFI ECU Testing & Dyno Time!

A snapshot of "my" dyno room at the University of Portland.  In the 4 years that I attended UofP, I had free run of this dyno when the thermo labs weren't using it.  I ran tests with a L20B, an injected L-22, and this L28 Turbo	Here is a detail shot of thefuel injection circuitry required to run the engine.  Our custom EFI ECU is sitting on the counter.  The large silver tank is a special fuel flow measuring tank for fuel injected engines.  The rest of the gadgets on the board are relays for fuel pumps etc.	The L28 installed on the dyno

Fuel Injection/Ignition:

100% custom EFI system that was designed by myself and three other electrical engineering students in

         '99/'00.  System is speed-density type and doesn't require MAF or flapper air flow meter.

Stock L-28ET fuel injectors & fuel rail.  Most everything else (sensors etc) is GM

Jacobs Omni-Pak high performance ignition system triggered by ECU.  L-28E distributor & Bosch wires.

280ZXT (Bosch) fuel pump (swapped in '76 280Z fuel tank)

Here is what the custom ECU looks like after I finished machining the case.  Blue Al mesh provides a stylish, yet functional cover.  Case bottom/sides are made from 1/4" Al plate and 3/16 angle Al respectively.	This is the business end of a SuperFlow SF-901 Engine Dyno.  Using a scrap 4spd case, I built a custom bell housing to adapt the L series engine to the existing GM/Ford bolt pattern