lt1will620

I added some pics of a cad model of what this intake system will potentially look like. nothing is diminsioned yet so forgive me if the intake looks a little out of proportion, I just made it to give yall an idea of shape and style. here is the link --> http://www.cardomain.com/ride/2471921/2

What kinda power did you make with that n42 intake? What throttle body did you run?

Yes, but not really from me, im having a machine shop build them to my specs, so i guess you would be ordering them from me...but just so you know; i myself, am not making them. im working on a billet manifold right now that these TB's will bolt up to...may make this a pretty slick setup. as for 50mm of air, mine personally is going on a 8k rpm race car, so im not concerened about engine vacumme and such, if that is even an issue...

I'm thinking about building a custom fuel injection system for an SCCA race car, rules indicate that an FI system with individual throttle bodies per cylinder, with no intake plenum is permitted. Since my options for this class is either triple webbers (expensive!!) stock fi with turbo throttle body (no power) or a custom fuel injection system with 6 50mm throttle bodies with 46mm restrictors. The throttle body housing would be approx. $50 a piece if one set is ordered, but price drops drastically if more are made since they are all custom. For instance, if 4 sets are ordered, the throttle body housings drop to approx. $25 each. Of course, there is alot more to the system that just the throttle bodies, the tb shaft, (2 needed per setup) is about $110 each for one set, but if 4 sets are made, price drops to $30 each. A custom intake would be needed for this, but would be of a very simple design, just the straight intake runners welded to flanges on both ends with injector bungs in place. For all you other fabricators on this board, would anyone else be interested in going in on some of these components with me? If enough parts are made, this whole system, including a megasquirt to run it could possibly be less than $600. If some of you are interested let me know so i can get a more definate price per system based on number of components needed. here are some pics of what these components will potentially look like, the flange is threaded so the throttle bodies will bolt directly to them, and the shaft is also threaded for the butterflies and the ends are threaded for the throttle linkage/tps sensor. http://www.cardomain.com/ride/2471921/2

Thanks! Now i just have to figure out how to make the Datsun keep up with it...haha

I have a set of Minilite's on my car, all are in very good shape, ZERO curb rash, just need to be cleaned up. I was wondering what a set of these are worth in this shape?

In this class, any alum., non-cross flow style 2valve/cylinder head may be used, valve size and material is unrestricted

very true...more or less i want to build a track car, but im making it legal for gt2 competition so i can get out there and race with some people, by no means am i planning on being a front runner in this class...im too poor for that

According to Lengine calc, it would stick up 2.030mm above deck, and after the 2mm gasket, would leave a +.030mm deck height. I could take off the top of a flat top piston, but first i want to know if i can make this work with off the shelf components. planning to use my n47 as of right now, im not dead set on anything, but i have an n47, and i like the smaller chambers as CR is unrestricted in GT2

Im contemplating building a motor for the SCCA GT2 class, which allows an 83.00 mm stroke, but restricts to a maximum of 86mm bore with an allowed .040" overbore. So i'm assuming im stuck with an L-28 piston. This gives me a deck height of 2mm. If i ran a 2mm head gasket, would i be okay with a piston 2mm above deck? has anyone done this before?

I dont know what you're talking about, whats a turbo? hehe, that would be awesome if you could check that out, thanks man

hmm. interesting, So you all know, a single 3 inch will outflow a dual 2.5 inch system, yes the dual 2.5 inch system has a larger flow area, but the added surface area of the inside of a dual 2.5 inch system means much more surface area friction. that being the case, a single 3" WILL make more power than a dual 2.5. I saw almost 10rwhp on my LT1 camaro (stock motor) when going from dual 2.5 inch with single chamber flowmasters dumped before the rear axle, to a single 3 inch flowmaster cat back with a 3 chamber muffler.

What diameter are these holes?

I can make the cad drawing real quick if i have some pictures/dimensions of the member

No need for that head, and those arent the size wheels i want to end up with on the car, but, but ill sell these to ya, make me an offer... BTW, what do ya think of the car, not bad for $1000 eh?

I am looking to sell/trade...whatcha got?

Well after a few weeks of shopping around, and seeing many MANY rusty old z's, i found this gem about 10 min. from my house. Its a 74 260z build date, 9/73 (its an early one, with a 3,000 something build number). The paint looks to be quite a few years old, as well as the body kit addition, there is some rust showing, but the rockers, and frame are virtually rust free!! Lights dont work, needs a carb rebuilt, and the brake booster has a huge vacuum leak. It has the dual weber down draft carb conversion and a header installed. But, i was able to drive it home, and im extremely happy with it! Future plans are turbocharged forged L28 motor, 5 speed, and 200mm rear end, megasquirt, roll cage and guting the thing for some fun at road atlanta. BTW, anyone interested in the set of Mini Mag wheels that are on the car? Linky--> http://www.cardomain.com/ride/2471921/1

keep some wax near by, it works wonders for clearing out the carbide bits when they fill with aluminum.

total seal has rings for .030 www.totalseal.com

Probably Cosworth, i have a set of 8:1 forged dish Cosworths for sale, new in box...well new in tube, haha. they are .030 overbore if your interested, make me an offer.

looks like an attempted dremel home port job

So...ive found, (which seems now rather obvious) that a hor. flow IC, with its LONGER tubes has a greater (about 30%) thermal effiecency than that of a vertical flow, with SHORTER tubes... BUT, pressure drop is greater on a hor flow than on a ver flow IC..so which is better? depends on the application i suppose, on these cars with turbo in stock location, I change my vote to vertical flow, single sided in/out...

Just what i've been told by Jose at www.forcedinductions.com and he builts 8 second street driven supras, so i'll take his word for it, BUT i do not know the theory behind it...i THINK it has something to do with the larger end tanks, and uneven flow once air is inside the tanks...but i could be dead wrong...perhaps this will make for some good reading tonight In this case where the intake and turbo are on the same side of the vehicle, i can see how a vertical flow one sided IC will probably be better

Im assuming thats what he was talking about, just be aware that a vertical flow IC will not cool/flow as well as a horizontal flow IC for the same core size, although you will probably see no difference between vertical and horizontal flow IATs with this small of an IC anyway...just my .02