Why go through the hussle of doing a head job when you havent done it before ? I checked out the DIY,and it didnt looked like an easy job.I will rather get a jdm type II,which i did on the weekend,it cost me $1050 cdn cash for engine, tranny and all the goodies.unless you wanna be adventurous and learn how to do a head job,go ahead.romaniandude86 said:I have managed to blow my head gaskets and now i need to change them. i will try to take the engine apart myself to get to them. do you think it's an impossible task and how much are the gaskets on average in price?
A head gasket job is a lot of work and isn't something I would recommend to anyone who isn't a licensed mechanic or at least has a very good mechanical background. It involves pulling out the engine in most cases and I would advise getting it done professionally. There is too much room for error if you're not trained in doing this type of work on a regular basis. Although there are a handful of DIYs posted here, seek a professional's help before you screw your engine for good.romaniandude86 said:I have managed to blow my head gaskets and now i need to change them. i will try to take the engine apart myself to get to them. do you think it's an impossible task and how much are the gaskets on average in price?
Horsesh!t. Where are you getting your "consesus" info and what's your point of reference? I've done 2 JDM swaps and in both cases, the engines have been in perfect condition, both inside and out. My tech has taken apart the top side of each engine and says he'd be surprised if they even had 30K miles on them. I know of no one on here that has done a JDM swap and had problems. Comparing JDM 300ZX engines to Legend engines is not a valid comparison. I wouldn't want a used sports car engine either because it's probably had the piss run out of it. BTW, with the exception of the PAIR (emissions) system, a JDM C32A is very much plug and play. Bear in mind that the reason the Japanese don't keep a car over 30-40K miles is because the insurance and registration become hideously expensive and the junkyards over there are not like what we have here. You have to be bonded and licensed to even walk in one, much less buy parts.arnach said:See this thread here:
Head Gasket DIY
I would recommend replacing the head gaskets on your existing engine if it is in good shape. Mine were replaced at 70k miles and my engine is running perfectly at 160k now. The problem with the JDM engines is you have no idea where they've been -- they really are 30-40k engines most likely due to how things go in Japan -- but theyve often been sitting in a junk yard for several years. Due to the fact that the engines are often scrapped after 30-40k miles they are driven excessively hard and maintenance is not a top priority for them. Im not exactly sure of the owner's experiences here with them, but for other cars, specifically the 300zx -- there have been tons of problems with the JDM motors. The consensus now, at least for that car, is that a JDM motor is NOT plug and play, it is only a basis for a complete rebuild. YMMV but it would make sense to do the headgaskets on the JDM motor before you put it in, along with timing belt and water pump. If you engine has been well maintained and you are good mechanically it therefore makes good sense to replaced the head gaskets yourself.
Well that was the comparison I was making, and my point of reference. As I said, I wasn't sure how things went around here. But I have read alot of bad experiences with JDM motors, at least with other cars. I still would not drop a JDM motor of which I had no idea the history of into my car without rebuilding it.stevieray said:Comparing JDM 300ZX engines to Legend engines is not a valid comparison.
LOL @ Arnach. You're right, bro--that's what we're here for, no? I got my JDM from a place in Baltimore called Yoko Imports that I think is out of business now and the last one (for my son's Coupe) came from Enginesrus in Cali. They are actually headquartered in Colorado (Denver, I think) and their warehouse is in CA. Spoke with a gentleman named Paul and he seemed to be very knowledgeable and professional. I bought my Type I from him for $800 and it was professionally packed on a skid and clean as a pin when we got it. Highly recommended.arnach said:Well that was the comparison I was making, and my point of reference. As I said, I wasn't sure how things went around here. But I have read alot of bad experiences with JDM motors, at least with other cars. I still would not drop a JDM motor of which I had no idea the history of into my car without rebuilding it.
If the man is mechanically inclined, I still believe it makes sense for him to do the head gasket himself and rebuild the motor, as he stated that the engine was in extremely good shape. There is something about having the original motor.
Thanks for posting your experience. It sounds like the JDMs for this car are excellent from what you say. I am debating doing a 180k service on my original motor or replacing with a JDM. Where did you get yours from?
P.S. I was hoping someone would reply and tell me I was full of sh!t. I feel that the guy now has two views to research and decide on.
What'sup with passing out your boyz shop info.?1_Hot_Legend_L said:When and if a headgasket blows on mine I will have a buddy of mine in Boston work on the heads and make a set of copper headgaskets. He has his own machine shop in Cambridge, MA. Hell, if there is enough demand for copper headgasket from the forum, he might be interested in holding the design on his flowjet HD and cutting them out for a price. But he quoted me a price of $300 for everything he's gonna do for me.
Shaving the head by .035"
3-angle valve job
porting and polishing intake and exhaust runners (heads and intake)
Repolishing cams and cam seats
opening up water passages in heads
stiffer valve springs (Don't ask cause I don't know)
New valve seals
New hydraulic tappets
and replace any broken or worn parts
He's the one that told me what he was going to do. He's the expert and he's built quite a few engines for domestics and imports. He built up the 2.0L I4 that was in my Beretta. I helped him but he did all the machining and came up with the ideas. I think he said that we went from a 2.0L to a 2.6L with that engine and from 105 bhp to 192 bhp (Dynoed) at the crank. Not bad for a 4 cyl. So I trust what he is doing. I'm just hoping to get the whole car up there before a HG goes, he and I tear the motor apart and go apesh!t on it.