Just got word from Tommy on US forum the CD20 rods are 140mm c-c due to the beef'd up slugs for diesel oomph which makes them replicas of Ld28 rods only slighly thinner at the big ends.
Ive calculated the Z22e 149.5mm rods are a better choice for the ca20e block using stock det pistons.

it all seems a lot of hassle for only 200bhp at the wheels mate, or is it that you just want to do something different ?.

Its not the 200hp atw that really interests me but great linear torque & excellent response, maybe I dont need the cd20 FCWC with the ladder brace the stocky ca20 NCWC will suffice but 2 liters with low boost & excellent curve to 7.5K rpm. LPG is just cheap here & rids pollution gear which suits an old car with hidden wiring clean tidy engine bay etc. If I make more hp grand but just been conservative as only using fatory log exhaust manifold with an adaptor like this one.
http://www.flipsidecustoms.com/wp-co...82-600x400.jpg

http://www.flipsidecustoms.com/wp-co...82-600x400.jpg

Any chance there are pics around of your record setting ET cylinder head? this is the one area that concerns me.

I would agree that 200is a low target, i reckon the bigger capacity would help spool though, so a bigger than stock turbo but say 1bar, should start to boost at 3k and pll like a train to 7.2k, but i reckon it was see nearer to 250hp with the 8v head. Is not all about the figures though, looking at some of the dyno plots, theres a fair chunk more torque low down so the delivery will be better.

The benefits would be even better with tye 16v head, summat like a GT2871r with 2L capacity would be awesome, 375+ with a lovely wide band.

I fancy collating the bits for a ca20/cd20 hybrid over next 6months, just to learn as much as anything. There seems a lot of differences betwwen the UK primera and van/serena/largo variants so i need to do some breakers yard detective work.

Does seem a lot of faffing about when your FJs making 600-700hp though Shaun

no sorry mate, i never took any pics of the 8 valve head, it did make 325lbs / ft though.it made 305bhp, but the cam belt was 2 teeth retarded at the time, my mistake, it would have made more bhp and possibly less torque if set correct, i sold it soon after, so i never got to see its full potential.

its not making anywhere near that yet craig, just under 500bhp at the moment, i've gotcompressor surging problems at wide open throttle at the moment.i've sent the turbo off to see if there's an anti surge housing availible, i may also change to a slightly smaller exhaust housing too for spool up too and maybe a split housing as the manifold is split as well,i've also read that twin wastegates can sometimes cause surging, so i'am cancelling one thing out a time as the surging is stopping it make more bhp,plus the cams are only dialled in to pipers install settings.

Maybe Im a little conservative in those figures, Im not sure the stock cast manifold would alloy the t28bb to spool properly to make more but would love 240-250hp yet prefer 100lbs from a low 2000rpm rpm then peaking to 280lbs. More like low hp high torque WRC turbo engines of current.

Im purely staying away from the 4 port head I have due to extra 10kg, less room in my bay and low torque ability compared to the 8v.

The FJ is one of my favorite Nissan engines and i would have one hands down in a 240z or s12 even s13 over any heavier six or complicated sr20det. There is even a few ka24de headed L series down under that are perhaps a tad lighter and more compact up top due to the small angle design head that interest me but compared to the little CA the L series is quite long unless alot of money is spent on a simplex compact timing case with CAS ignition and side fed water pump. Especially when the QR25DE can be fitted with a modded FCW SR20DE crank for revvy 2.3 hybrid much lighter but perhaps the ugliest looking engine nissan ever made :trout