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Yes, I know I said I wouldn't put this engine in my car, but another member made me a deal I couldn't refuse (among other reasons) so here it is...
Engine Builds Episode IV: A New Hope
I picked this up Tuesday (2016-02-23) for a great price. It's a "higher" mileage one at 166K (approx 106,000 miles), but I was already planning to rebuild it anyway. The Eagle rods that I bought for the LX9 rebuild will now be going in this. The LX9 will still be rebuilt, but that's for another project, and eventual thread.
So some of the main reasons I decided to go LZ9 instead of continuing with the LX9:
Oil squiters
The fact that additional oil squirters in LX9 are proving to be difficult, at least that front squirter is. The middle one is fine (reference this post: http://60degreev6.com/forum/showthre...l=1#post476409) but the front one will need some changes made. From what some people have experienced it seems the oil squirters are a very good asset to have for the way I plan to treat this engine, so this is a big reason right here.
The Bore Size
Since the bore size of the LZ9 is 99mm, this matches up with the LS1 and LS6, which will make choosing a ring pack easier than the 94mm of the LX9. I'm getting custom pistons made so they will be made for the ring pack I choose, and the other specs I want.
Mo' Power, Less Problems?
The LZ9 starts with SAE rated 240 HP and 240 ft/lbs, and we know that with the restrictive exhaust, intake system and tuning that number is pretty conservative. So it will be easier to get to my goal for power, I know that I would have been able to get there with the LX9, but starting with more power just makes it that much easier, hell Mars is nearly there with his "Zero effort LZ9" in his Camaro, with the better parts that I'm going to use it should be rather easy.
Because reasons
This will make it official that I've owned or at least driven frequently every displacement that the 60degreeV6 was made in, and every generation. From my Gen 1 2.8, to my gen2 3.1, to my hybrid 3.2L (3 generations of engines in one right there), to the LX9, to this LZ9. For the 3400, a girlfriend of mine had an Alero that I used frequently when we were living together, so it barely counts, but it counts, since it was my only set of wheels for a few months at one point. lol The only version I haven't owned or driven was the DOHC, even though I did take a serious look at fitting the DOHC heads on an OHV block at one time.
For now I will be sliding my aftermarket cam that I had in the LX9 into the LZ9, but I do plan to eventually re-visit the VVT option. I need to find a place that will make a good and reliable cam with the LZx cam journal sizes and such before I go back to that. I think a lot can be gained with the use of the VVT. But for now, I'm going to eliminate that variable.
Issues I have to deal with:
Not a bolt in
The bolt bosses on the engine are quite different than the LX9 in many places, one important place is the front of the engine lower bolt holes. There is one missing when comparing to the older generations of 660s, and right now I have a mount there to stabilize the engine and my crank trigger mount also uses these two holes, though I think I will be eliminating the crank trigger and using the internal crank trigger now. I still need to modify the mount(s). I was thinking about changing the lower front mount I had anyway, because I would like to be able to pull the oil pan without needing to support the engine in any other way. The current mount is bolted to the bottom front of the oil pan, so it makes this idea difficult.
Oh that liquid that maintains life
The cooling system, oh boy this is a big mess to deal with. I have a few ideas, and will need to take a closer look at the OEM system to see just how I can modify it to clean it up appearance wise and keep it as efficient or improve on it.
You could cinch it, but not likely going to happen
The belt drive system, this is another mess that is closely related to the cooling system changes. I like clean simple belt systems, usually I like to low mount everything. If you ever saw my Franken60 that was the hybrid I mentioned earlier, I mounted the alternator where the air pump would have been and kept the upper parts of the engine void of anything that didn't need to be there. The LX9 that was in my 240Z was also simple with the alternator mounted in front of the left head, basically where the water pump was on the stock FWD layout. I want to keep with that simplistic belt routing, but also add an AC compressor to the mix in the future (but planned for now), and the eventuality of the VVT being re-installed, without re-working EVERYTHING at that point.
Because b00st
The current turbo system (from the LX9) will not fit on the LZ9, due to the change in exhaust flange pattern, and if I use the LZ9 front cover the water pump is right in the way of the one header outlet. I had started designing a new turbo system for the LX9, but again due to the water pump location that system won't really work either, so I need to go to plan C, luckily I only got as far as some mock up mounts for the new system, so nothing has really been wasted there.
But wait... there's a deadline
The car needs to be running no later than August, because ZCON 2016 is happening then AND my local club is hosting it this year, which means it will be basically in my backyard. The car HAS to be there. I would really like it running no later than June so that I can get some miles and passes on it before ZCON.
I got the engine on the stand tonight and started taking off the stuff I won't need and studying the coolant system for modification.
More pictures to come as I take it apart (I won't dwell on this aspect because there's a number of threads with LZ9 pictures already), and as I come up with solutions to the issues I am going to have.
Previous Build thread, for the LX9 Datsun 240Z: http://60degreev6.com/forum/showthre...vampire-v-240Z
Engine Builds Episode IV: A New Hope
I picked this up Tuesday (2016-02-23) for a great price. It's a "higher" mileage one at 166K (approx 106,000 miles), but I was already planning to rebuild it anyway. The Eagle rods that I bought for the LX9 rebuild will now be going in this. The LX9 will still be rebuilt, but that's for another project, and eventual thread.
So some of the main reasons I decided to go LZ9 instead of continuing with the LX9:
Oil squiters
The fact that additional oil squirters in LX9 are proving to be difficult, at least that front squirter is. The middle one is fine (reference this post: http://60degreev6.com/forum/showthre...l=1#post476409) but the front one will need some changes made. From what some people have experienced it seems the oil squirters are a very good asset to have for the way I plan to treat this engine, so this is a big reason right here.
The Bore Size
Since the bore size of the LZ9 is 99mm, this matches up with the LS1 and LS6, which will make choosing a ring pack easier than the 94mm of the LX9. I'm getting custom pistons made so they will be made for the ring pack I choose, and the other specs I want.
Mo' Power, Less Problems?
The LZ9 starts with SAE rated 240 HP and 240 ft/lbs, and we know that with the restrictive exhaust, intake system and tuning that number is pretty conservative. So it will be easier to get to my goal for power, I know that I would have been able to get there with the LX9, but starting with more power just makes it that much easier, hell Mars is nearly there with his "Zero effort LZ9" in his Camaro, with the better parts that I'm going to use it should be rather easy.
Because reasons
This will make it official that I've owned or at least driven frequently every displacement that the 60degreeV6 was made in, and every generation. From my Gen 1 2.8, to my gen2 3.1, to my hybrid 3.2L (3 generations of engines in one right there), to the LX9, to this LZ9. For the 3400, a girlfriend of mine had an Alero that I used frequently when we were living together, so it barely counts, but it counts, since it was my only set of wheels for a few months at one point. lol The only version I haven't owned or driven was the DOHC, even though I did take a serious look at fitting the DOHC heads on an OHV block at one time.
For now I will be sliding my aftermarket cam that I had in the LX9 into the LZ9, but I do plan to eventually re-visit the VVT option. I need to find a place that will make a good and reliable cam with the LZx cam journal sizes and such before I go back to that. I think a lot can be gained with the use of the VVT. But for now, I'm going to eliminate that variable.
Issues I have to deal with:
Not a bolt in
The bolt bosses on the engine are quite different than the LX9 in many places, one important place is the front of the engine lower bolt holes. There is one missing when comparing to the older generations of 660s, and right now I have a mount there to stabilize the engine and my crank trigger mount also uses these two holes, though I think I will be eliminating the crank trigger and using the internal crank trigger now. I still need to modify the mount(s). I was thinking about changing the lower front mount I had anyway, because I would like to be able to pull the oil pan without needing to support the engine in any other way. The current mount is bolted to the bottom front of the oil pan, so it makes this idea difficult.
Oh that liquid that maintains life
The cooling system, oh boy this is a big mess to deal with. I have a few ideas, and will need to take a closer look at the OEM system to see just how I can modify it to clean it up appearance wise and keep it as efficient or improve on it.
You could cinch it, but not likely going to happen
The belt drive system, this is another mess that is closely related to the cooling system changes. I like clean simple belt systems, usually I like to low mount everything. If you ever saw my Franken60 that was the hybrid I mentioned earlier, I mounted the alternator where the air pump would have been and kept the upper parts of the engine void of anything that didn't need to be there. The LX9 that was in my 240Z was also simple with the alternator mounted in front of the left head, basically where the water pump was on the stock FWD layout. I want to keep with that simplistic belt routing, but also add an AC compressor to the mix in the future (but planned for now), and the eventuality of the VVT being re-installed, without re-working EVERYTHING at that point.
Because b00st
The current turbo system (from the LX9) will not fit on the LZ9, due to the change in exhaust flange pattern, and if I use the LZ9 front cover the water pump is right in the way of the one header outlet. I had started designing a new turbo system for the LX9, but again due to the water pump location that system won't really work either, so I need to go to plan C, luckily I only got as far as some mock up mounts for the new system, so nothing has really been wasted there.
But wait... there's a deadline
The car needs to be running no later than August, because ZCON 2016 is happening then AND my local club is hosting it this year, which means it will be basically in my backyard. The car HAS to be there. I would really like it running no later than June so that I can get some miles and passes on it before ZCON.
I got the engine on the stand tonight and started taking off the stuff I won't need and studying the coolant system for modification.
More pictures to come as I take it apart (I won't dwell on this aspect because there's a number of threads with LZ9 pictures already), and as I come up with solutions to the issues I am going to have.
Previous Build thread, for the LX9 Datsun 240Z: http://60degreev6.com/forum/showthre...vampire-v-240Z
I may also just make a whole new intake, but not likely right away.
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