GrommitZ

Happy Birthday Mike, It was very nice meeting you and Joe at foggy Thunder Hill in December.

I second Jon's guess on the reaction disc. It wasn't very clear to me what problem you had, but it sounds like the pedal has very little resistance with the engine turned on. Does the pedal have little resistance and then come to an abrupt halt? If so, I think it is the reaction disc/disk also. Searching the forum will show you how to fish out the reaction disc from your booster.

A chassis rotisserie?

Hi Matt, To calculate airflow of a turbo, you first calculate it's flow without the turbo, along with variables based on engine rpm and engine flow efficiency. I was just trying to say that Toyota designed it's intercooler on the minimum side of sizing. I see that you are aware that there are trade offs in terms of money, time, and safety. I'm looking forward to your results, especially in terms of flow loss. Make sure you are honest with yourself in terms of power goals. I see people here saying they just want to run 7 psi. The next thing you know, it's 10 psi, 12, psi, 15, psi. If you install a part that only meets your immediate goals, you will find that you spent more time and money than you ever thought you would.

Those are not the l28 turbo injectors.

Somehow, the ICV has to bypass air around the throttle plate, into the intake manifold. Either hose before or after the turbo might be the source of air for the intake. You didn't mention a passage for air into the intake manifold. If the ICV doesn't have an internal air passage, I would guess that intake manifold line may be connected improperly. The 2 wire connector probably activates an ICV solenoid that either allows air directly in to the intake manifold, or operates a vacuum valve that lets in air into the intake manifold(like the 280zxt). See what happens when you disconnect the electrical connector. Also see how the air can flow through the ICV when it turned on vs. off. You mentioned one line leads to the wastegate actuator. Is there a tee to the intake manifold. All the manual wastegates I'm aware of operate off positive pressure from the intake manifold(under boost). Hope this helps.

One other thing, in some cases, I have to duck my head a little to see the color of the stop light. I don't have vibration problems, but the mirror is located close to my head. On the street, I can see how that could cause bruises or worse than without one. On the track, as hard as the plastic frame is, I could see it acting as a very hard pillow to prevent high, sudden decelerations(impulse) to the head when the helmet hits it as opposed to the A pillar or windshield frame. My friend once worked in the ER where many motorcyclist died of a snapped neck aided by the extra inertia of a 10+ pound helmet, not damage from an object. I think people said Dale Sr. could have survived if he had worn a Hans device, which would have reduced the impulse to his body. I, myself, will think more carefully on the best way to mount it, if at all. Thanks

I'm trying to be conservative in my advice. I thought about mentioning the last gen RX7 turbo, which also has a tiny 2.5 x 12.5 charge face for it's intercooler, but decided it was safer at the time to not bring that up. Note that the stock Supra turbo, at 6.5 psi is flowing about 40% more air than it's NA counterpart. At 12 psi, you are flowing about 80% more air than unasperated. If you install it, maybe you can install 2 pressure guages; one before and one after the intercooler so you can measure the actual pressure loss. That way you can make sure you don't overspin the turbo to achieve your target boost level at the manifold.

The five panel fits nicely. I forgot to mention that I removed my sun visors. The mirror acts a little bit like a visor. I just used one of the bolt holes from the visor mount to mount an L bracket for the mirror.

Your picture shows the manifold with the super charged version of the vg33e. I believe that again maybe 370cc. If not 259cc still means you are flowing 60% more fuel than stock. Edit: I can't find the site which listed them as 370cc's plus I see that the NA ones are pink too(http://replacement.car-stuff.com), but are not the same as the Super charged versions which are not list for sale on that site. Regardless, I think its a good bet that your injectors flow enough fuel prevent your engine from starting.

I remember someone having a similar boost creep problem with a similar setup to yours. They were able to port the wastegate hole to allow more exhaust gas to bypass the turbine. Focus on the short side radius if you plan to try this. Maybe you can enlarge the hole and use a larger gate too. Check out Jason's Z31 http://www.redz31.com/pages/wgactuator.html

Partsamerica.com has them for $20

The stock Z31 NA injectors flow 159cc/min. I'm guessing that the vg33e is a derivative of the Z32 motor which uses 370cc injectors. If so, you are injecting more that twice the amount of fuel.

I use one with my standard mirror. I mount it high so it won't block my forward vision, but it's at the cost of not seeing very far behind. That said, it's great for blind spots.

I'm with Yasin. A 300ZX MAF(turbo or not) is not compatible with a 280ZX turbo AFM. They operate in completely different ways. There's a sticky so you can implement the 300ZX MAF, but it requires the 300ZX ecu and possibly the chopper wheel as well as some rewiring.

Very Nice! It brings back memories when mine was also the Great Pumpkin. It's time for me to paint too. I need to at least make my job a mono color instead of bits of gray scattered around.

My guess is your plugs are getting fouled by the larger injectors. You mentioned you checked you plugs. What do they look like? Are they wet?

I used Corky Bell's calculations from his book Maximum Boost. Your charge face is 2.5 x 13 or 32.5 square inches. For many intercoolers, about 45% of the charge face is flow area from one tank to the other, 14.5 square inches for your intercooler. I then looked up Bell's flow rate vs. internal flow area chart which show that intercoolers of your charge face will flow 200 to 300 cfm, depending on the density of the tubulators. In Bell's example, 500 cfm requires about 25 square inches of flow area or 25/.45 = 56 square inches of charge face. Nice job with the TIG. The welding experience is quite valuable. People here have spent many $$$ to have their nice parts turned into junk. If I was in your position I would probably sell your intercooler and buy a larger one. Then you can use your Xmas gas for welding pipes. By the way, you are not in danger of your intercooler becoming an interheater unless you mount it in a place that allows it the heat up, like behind the radiator. I think others are just throwing out phrase to encourage you to use the search function to find your answers. You will be better off in the long run for doing so.

Looks great! That intercooler will be restrictive though. The 2.5 x 13 (by someone elses measurements) charge face area is good for about 300cfm. With the stock turbo, you should be using one with at least 500cfm. At 7psi boost the engine is already flowing close to 400cfm. The restriction means that your turbo will have to work harder and less effeciently, creating excess destructive heat. Since you have no money, maybe you can experiment by welding a small bypass tube for air around the core at the opposite end of the endtanks with respect to the inlet and outlet. The intercooler will become less efficient at cooling, but will reduce the restriction of the intake flow, especially at high flow.

MAF problems usually limit revs to 2 to 3k. Test what happens after disconnecting yours. After trying many things, my 4k rev problem turned out the be the distributor. There's a resin that covers up the CAS circuits which melted to one side, exposing the circuits the the spark of the rotor. See if your circuits are exposed underneath the CAS wheel. I believe I've heard that you can replace the 280ZXT CAS with the 300ZXT CAS with a little modification. If not you can try recovering the circuits with some kind of insulator.

I think you're much better off pulling the whole thing plus the grocery list of zxt parts from the car. Pulling an engine, with the help of a friend, should take less time than taking apart the engine at the yard.

Ride 'm cowboy! Awesome for turbo's. I saw an Electramotive turbo header faced forward like that. It make for a nice short intake/intercooler path.

Hi Tim, If you ever get tired of you L6, I'll buy it to power my SR71. OK, I'll take a stab at the high EGT's. Could you have too much restriction in your 1 and 2 cylinder exhaust runners? It looks like they merge into one 2" pipe. Considering you're flowing more fhp through those two cylinders alone than my whole engine, I'd speculate this restriction could cause a backup to your intake manifold as well as create high egt's/boost creep. This might explain why your high egt's look PR independent because your turbo/wastegate might not be the bottleneck. Does the creep start at a particular mass flow rate? If there is a header/exhaust port restriction, I would guess that creep would start at a higher rpm for a lower PR.

Sounds like your AAC valve stopped functioning. This valve bypasses air by the throttle. It looks similar to the egr valve but is located near the middle of the intake manifold. The ecu controls the Vacuum control modulator which in turn controls the AAC valve. I would guess that you have a vacuum leak from one of the small hoses that connect these systems.

Hi Dan, I see that you have a t3/t4 installed with hi flow modifications. The turbo you listed flows less than the stock turbo, not ideal for running 15+ psi. I see that your motor is being rebuilt. Do you know what your compression ratio is? Higher boost requires a lower compression ratio along with many other mods