Careless

I doubt it would be more than the price of an after market rail to get it drilled. Go to about 2 or 3 machine shops.. I bet you ONE out of 3 will be like "hey that sounds like a cool project, sure I'll drill those holes... don't worry about it!" and at most you would then buy them a coffee.. Just tell them it's for an engineering project. They like to help out students

definately not one of those fittings, this one is more of a "K" fitting with one leg missing, than a Y. it's only aesthetically different though... =/

looks like it was welded together =/

ross machine also sells injector bungs that weld over 3 inch piping at a nice angle, and they can take pretty much any injector style with a choice of 11 or 14 mm inlets too. its a nice unit to carry those 1600cc injectors =)

Hmmmm... where do i get these springs ?

airbox is a no go.. i found someone with filters on ebay, i think i saved his name.. I haven't bought the filters cause i haven't got the head or the intake system to buy them for yet. but they are snap on filters with a membrane in between two layers of wire mesh and has a radius on the ID. as for the compound design, it's an option, but it adds another level of instability and room for error. If i need it, i'll use it, but for all intensive purposes, i'd like to keep it down to one runner for my own setup. sounds like other people here wanna have some vITB's too, but not all with the same idea, so this could get quite interesting I got some power window motors in the garage that I'm going to study this week. I'll see what kind of speeds I can get from them and what kind of weight they can move.

so i guess it's safe to say that the RB25 is about 200 - 250 lbs more than an SR20. That sounds a bout right, But I'd like to know how much the CA18 is in comparison to both, as it's the in between.

you sly bastard.

if you have a turbo to fill that air box with enough air, then the further cylinders will not suffer from less air.... it might while it's spooling, but once at full boost pressure, it will most likely just keep the plenum packed to the brim. I wouldn't worry about it with an HY35

teh bombz0rs! i hate to show you this, now... though i will. http://www.rossmachineracing.com

http://www.rossmachineracing.com/ here you is

This is stuff I've already take into account, but the problem is tuning for the 6th wave.... I mean, I could get the runner to be tuned for the 6th wave, but by that time, the air has lost a lot of it's momentum. Tuning for the 3rd or 4th wave is more ideal, but the length becomes so great that it's almost impossible if I were to have a straight set of stacks. Tuning for the 2nd wave would be awesome. I've read of testing labs building up as much as 3psi over atmo at the valve head because of such a strong wave reversion. A supercharging effect indeed. I'm up for actually doing it, but I'm not sure if it will work the way I want it to =/ I think my best option is to wait until my RB26 head gets in, so I can measure up the length with the throttle bodies and short-manifolds so I can accurately establish the needed sweep distance from full long to full short. Another problem I can see coming is the fact that the runners are going to have to be the same length (at least) as the distance which they can fully extend... or else the runners themselves would not be able to retract into the tube, or it would hit the throttle plates. Then the driving control begins to come into play.... I'm wondering what kind of slap-back system I can use, and I have to find a motor that can move the units as fast as the engine makes its way up the range... I can vary that with voltage, but the initial power has to be enough so that I can have some to spare in case it starts to stress the motor due to weight of the assembly.

yeah for a rustoleum job and the cost, i think it looks amazing. i would much rather do that then take it to maaco... maybe even if i was trying to sell a car. LOL

you mean setting tires on fire... right?

are 3 different torque curves enough?! LOL. honestly, the Variable ITR's might be the easiest route for my setup, seeing as I'm going to be running stacks directly from the ITB's... making all these curvey boxes with flaps will just make it uglier and weight a lot more.

not the best source of info, but from the ebay manifold pictured here, i'd say it's pretty close

I think Honda did that with the 1.5L D15 engines and the 1.6L D16 engines early on, like in 1984, all the way up to 2000 for the rest of the D series... i think....

I started my drinking at work today! 12 of redcap as a gift from a client

Hear this one guys. The Mazda 787B uses cable motors... chances are they are not stepper driven. Now... is it at all possible that they used some sort of hysteresis control that would extend the runners on throttle input over say....3000 rpm, and retract the runners at.... oh, 5000 rpm or lower with no throttle? But adding to that, they could have used a butter-fly valve system just as well.... hmmmmm Bob makes a very good point. The lengths are just too long. I think we can gain a GOOD idle, and a GREAT top end for whatever RPM you wish to make power in, but having optimization in both areas is almost unethical with the amount of tubing required. I think the weight savings is a better idea. But, I think the full out throttle extensions would be cool. And a lot easier, as it doesn't need a computer driven speed/distance calculation within the stepper driver. It would just say "oh this guys floorin' it! better get to work!" and extend to make runner length. And then he'll take a back seat when RPM's come down. Perhaps the R26B used this method for reasons we don't know... maybe it had a horribly lumpy idle or it was really difficult for drivers to mozy along at low speed, so they varied runner lengths. I'm up for doing more research if anyone has some good theory on this... This is getting interesting =)

LOL I couldn't edit them anyways, but I did edit the image itself in illustrator. Good call, i'll just leave it as is.

Great news. Thanks philly I wanna atleast do something to this car that will improve it after I've driven it for a while. Your info gave me the green light!

boooooo. now i gotta go change my illustration!! EDIT: cant delete original images.

Well going on what Braaap said, doing such comparisons would only make sense if the same scale was used to weight the engines in question :/ I wanna know too, because if it's a good chunk of weight, im going to stick with my previous idea of using the RB20 bellhousing and KA24 trasmissions for easy replacement of the gear casing.

hmmm... it would seem pretty darn long :/ perhaps that's why it's easier for these engines to use runners... the lengths are less with higher RPM if the target powerband is in that range. *ponders*