Accurate Injection

Well I am waiting on a Bell Housing, hope to have it here by Friday! Redoing the Suspension on the front completely is needless, when you need the engine back and down any way! The Pan will be a Rear Sump Modified stock Pan which is cut at the Line you see in the pictures, rear sump is added Via a 8" ID Aluminum Tube welded at the back. Kevin

Hhahaha! Yeah kinda reminds ya of a MGB with a Hemi huh? Kevin

Good Deal! You can send me the .stp or igs File to the Extrudabody Tech email address! It probably uses the 3.7 gear I would guess, will see when I get the files from you! Bell Housing should be in by Friday and allow me to work on the Fitment this weekend. A little Update, I'm looking at moving the Firewall back 5", and setting the whole engine behind the stock x-member. This seems to be the easiest way and the best to as far as weight is concerned. The pan has to be seriously Messaged to get that done. Kevin

Lime: Yes by all means Please do! Can you PM me all the Specifics of it? Clutch type, pressure plate that goes with it? Do you reuse the Stock Flex plate Ring Gear? Thanks! Kevin

SR20DET OILPAN................ Can someone post the Overall Dimensions, and the flange Dimensions on the "Greddy" SR Expanded Capacity Oilpan? Need the Angle as well of the bottom to the Flange! Thanks! Kevin

I don't see why it would'nt fit there as well, the major issue is the depth of the Pan and the Height of the Manifold, which both can be reduced! It would be a slick set-up in my opinion! Talking with Marc on Trailvoy now, he is building a BEAST of a 4200 with new liners, forged Pistons, and Rods. He has a honking Turbo on a stock block at 9psi now! Kevin

Well up and Out that takes care of Ride Height and Camber! Seriouly I am not that good with Suspension set-up, Fabrication yeah, but not suspension! Kevin

Just looking at the I5 pan it doesn't look that much shorter than a I6, plus the cost of more pans and the modifing both of them, seems modifing the stock pan to be the Best option to me! A full 3" has to come out of the height of make it the same height as the lower x-member, New X-member is will be 2 " below that, I will retain the same suspension location points, unless someone here who has lots of Z Race Car Suspension tuning has a good reason to move them? Bump Steer? Kevin

The Line on the Oil Pan Represents the Bottom of the Stock Z X-member. To get the Engine Down to Clear the Hood and trans tunnel it's sitting in the chassis were it needs to sit. This is one TALL SOB! Here's what I intend to do with the Pan. I may either Graft a Greddy SR20 Expanded Capacity pan to the Front or to the Back of the Stock Pan, and use -20AN fittings and Hose to loop or connect the front and rear sections of the Pan. The loop may or may not need to be incorporated as the fill line is above the half Moon Notch where the Rear Steer Rack will now be Located! Kevin

Hey Alex!!!!!!!!!!! I may be heading up to Dothan Sunday as a Matter of Fact! Wiregrass Region Auto Cross is Sunday! Buddy!!!!!!! Keep your Head down and Ya Wits about ya in the Desert! Dry Sump? It is so tall it may have to be Dry sumped, I have it sitting in the Car Now with no Front Suspensoion in the way, and to get the Oil Filler Cap to Clear the Hood it only leaves the Oil Pan 3" off the Ground! Leaning it either way creates an even worse problem. Honestly I have only been playing with it 6 hrs today, so I'm sure some other solutions will Come. If the Front Sump is retained it will have to use a Different Rack and use the Thru Hole in the Pan, this means switching the spindles from Right to left so the Rack is behind the center line of the Cross menber. Cross member? May very well become like most Modern Day Bikes where the Engine is a Stressed Member of the Chassis! Even though it's a Chevy power plant, I hate the idea of having to use a Cowl Unduction Hood! Dark Now! Will post some Pics tomorrow of the Ground Clearance and the Hood Clearance! Kevin

Well it almost fit!!!!!!!!!!!!!!! LMAO! Not sure what direction I want to go! Take the Engine Back, and Down by modifing the Firewall/Tunnel or Down and Forward by building a new front X-member, and possibly passing the Rack/Pinion thru the Hole in the Oil Pan. Motor Mounts will be built to the Frame Rails as the Engine Mounts are much higher on the engine than on the Z Engine! Alternater as Jeff suggested would be in the way and has to be moved out and Down 2" x 1" to make room for the ITB's! Easier to do that than to try and CNC around it with the Billet Manifold! suggestions? KEvin

Thanks man! Kevin

Sick??????????????????? Naaaaaaaaaaaaaw this is Sick! Why should the 26's have all the fun? Kevin

Here's a little update: The Manifold is now 2 Piece Billet instead of tig welded. It has 3D Machined runners that taper from 45mm to the Stock GM port shape. Manifold runner length is 2.4"! Estimate total runner length at 10" from valve face to the tip of our Airhorns! 3" are in the Head! Stock Runner length is 9" on the manifold, the runner length of the set-up below is 7", so it is shorter by 2". Hp increase? Not sure at this point, but the stock manifold has 2 airplane wings inside the Manifold between runners 1&2 and 5&6. It's actually a molded in portion of the Plenum in the shape of a "Wing" that divides the air above and below as it intersects the runner opening on #1 runners. It must increase the Velocity at the corners of the plenum that feed the outside 2 cylinders! Set-up below is also straight shot into the Head ports and doesn't make the 90 degree turn into the Head like the stock plenum! It's going to be a fun Ride with the Torque numbers! Kevin

Yes I agree with the Hotrod statement! At $600 shipped to my Door, seems like a No Brainer! I plan to keep it Normally Aspirated, it fit's by business better, but hell who knows may take it one step further one day! Guys I also need a Parts Car if anyone knows where one is pretty local to the panhandle of Florida? Kevin

I ordered up a GM I6 4200 Motor Swap today! Now where did I put that extra Time I need????????? I have a R154 to go behind it! Needs rebuilding if anyone is local to the South Alabama or Florida Panhandle wants to give me a hand with it? Great! Kevin

http://www.extrudabody.com/TechInfo/FlowInfo.html The Link above is a Direct Comparison done by an independent Flow Bench testing facility, that compared the Extrudabody 40mm to TWM 40mm, and the 216.1cfm for Extrudabody to TWM's 206.1cfm speaks for itself! The L28 testbed we used with the Extrudabody ITB's was indeed 45mm DCOE as well. Kevin

Unfortunately we have never done a Back to Back Test like that yet, we are working on a similar test on the BMW 2.5ltr I6! Only thing I can say is it will depend greatly on the size of the Weber Chokes used in that test, and the size of the Weber throttle shafts compared to the 6mm cross section of the Extrudabody throttle shafts that improve flow potential! Kevin

Nice Fab Work! Kevin

Well Honstly!!! My Project is on the back burner for the time being, BMW, 350Z, VW's are taking all my time! Let me know if I can help you or the others on the ITB's! Thanks for the mention in other threads! Kevin

Ahhhhhhhhhhhh a fresh mind! Keep on punching those Doggies Cowboy, it will happen one day! Kevin

Yeah you could say I have a Shop! Little one! www.extrudabody.com Send me your Resume! What Part of LA? It's a whole Country by itself! Kevin

Accurate Injection- Yeah I havent been out there in a while. I used to be out there in a blacked out turboed MRS, but being sent off with the military all the time kinda got me out of it. I just finished up my 6 yrs. so now im free. Kinda the reason i'm moving to LA, dothan is kinda stagnant. You gonna be out there the next time in Oct? As a cool side note with your companies name, i used to work for Barry at a place called Accurate Engineering. Was putting together high performance Harley motors at the time. AHHHHH the good ole days:) Hey Blackwidow: You came out to a Solo 1 event we did in Opp AL. with that MR spyder turbo and took me for a ride when you first built it! Not sure if you remember that or not! The name Accurate Injection came about as Barry and I was working on a Aftermarket EFi system for Harleys, long before S&S and Daytona Twin Tech were building their systems, lack of funding will kill your idea every time, so I feel your pain on missed opportunity! See below! Single body billet, Twin 42mm throttle plates, true independent runner throttle body, that stopped the charge robbing problem on harleys, built 9 or 10 yrs ago now! IT FOR A SHOVEL HEAD! Shovel Head EFi, what a concept! It just sits in my Throphy Case now! A testiment to lost opportunities! Carl Marrow of Carl's Speed Shop in Daytona laughed me out of his shop in front of 50+ people at Bike week when I was doing research on Harley's, so Keep on keeping on! You are moving to the right area for your knowledge base, and I have quite a few contacts there as well! Send me your Resume to me at the Extrudabody email I will help you if I can! Kevin

Blackwidow: Dothan AL? Who are you? Do you go out to Wiregrass region Auto-Cross? Kevin

1 word here everyone seems to forget guys "velocity" What holds the Air Charge in the cylinder as the piston moves back up on the compression stroke, and the intake valve is still open? Air Velocity! Once the column of air is moving at a high rate of speed it also has a ramming/holding effect. Those Huge ports and large intake tracke flow numbers you can acheive with your porting tools and flow bench creates a intake track that flows just as good backwards as they do forwards! There's no one solution for any given engine combination, but unless you have access to very sofisticated software to analyse a plenum based manifold ITB's will always out perform hand made plenum based manifolds because the idiocrencies and wave cancellations of a plenum are simply not there. Helmholts tuning only works in a very narrow rpm band, usually only a few hundred rpm, but if you time the resonanance to accure at a "DIP" in your torque curve you can use it to smooth out the curve to aid in "driveability" on a race track, this is why you see itb's more in road racing than drag racing. Using Helmholtz at peak Torque looks good on a dyno sheet, but has little benefit as it just makes the engine more "PEAKY" and harder to drive at the limits of handling! Imagine hitting a 5 to 10lb torque spike or dip in the middle of an off camber corner? Variable intakes or dual runners do one thing, gives you another place in the RPM Band to fix a dip or bump the Torque Curve, or better said another part of the rpm range to tune, and "VELOCITY" plays a huge roll here. Now when somone figures out how to make a Variable intake Track that is computer controlled and based on or tracks with the RPM of the engine, (A RPM controlled Trombone if you will) then life will be grand! Do you think "extrusions" could be of use here? Kevin