MONZTER

I have 2 72 Z's names - white car and black car original eh

Thanks for the info and pictures. I really like the look of the 432r parts. I can tell from the level of detail and knowledge in all of your post that the parts you manufacture will be the best of quality and accuracy. I see that as value. I also understand the time effort and thus cost involved with reproducing parts like this. With that said can you PM me and let me know when the parts will be available for sale and if you will be shipping them to the US. Best Regards Jeff

Does anybody have pictures of a car with these installed? I would like to see the difference between these and the ZG flares

Does anybody know what color that is on the sides. Looks like a Datsun factory color from a bluebird or something around that time. I really like the paint

Well, we have had some good comments about the excessive velocity and pressure numbers on the CFD plots. TurboBlueStreak was able to find a better way of testing it with more realistic numbers. We used a Excel sheet for turbo matching to calculate some flow numbers for different boost pressure and RPM. TBS says "all the test were done ignoring atmosphere pressure so inlet and outlet pressures where = to turbo outlet pressure the flow inlet was cubic feet per minute converted to cubic inches per second." Here is the Excel sheet showing the flow numbers. The test number on the sheet relate to the CFD results below: Click on the picture to enlarge it from my gallery- Here are the new results as well as some videos test#1 1.5psi boost 2500 RPM 127 CFM Test #3 5psi boost 3500RPM 214CFM Test #7 20 psi boost 5500 RPM 581 CFM Test #9 20psi boost 7500 RPM 793 CFM Some videos of test #9 http://album.hybridz.org/data/500/Test_9_velocity.avi http://album.hybridz.org/data/500/Test_9_velocity_b.avi http://album.hybridz.org/data/500/Test_9_velocity_c.avi So now you can see that as the flow and velocity go up, there is some crazy swirling going on in the plenum. It looks like 1 swirl is feeding each bank of runners. It also looks like the runners 1 and 2 are not getting balanced flow. Maybe a baffle inside will help, or maybe something in the plenum to disrupt the vortices. I hope you find the new information and test data interesting. A big thanks again to TurboBlueStreak for his time in the CFD analysis. So any new comments? Should I be worried about the results as they are? Jeff

Tim, I PM'ed TurboBlueStreak who did the CFD work. Here is what he had to say: "Jeff as your question of how the cfd was run I ran the cfd with pressure openings. the runners were environmental and the inlet was 25psi. I'm going to review all my information and see if I can run the test in a better way. Hopefully we won't see extreme pressures or supersonic flow. " So it seems were were correct with our assumption. Here are the correct sizes of the model - Runners at the head = 36mm ID inlet into the plenum = 70mm ID I will post anything new he runs

Thanks Tony for the input, since I will have to make the weld fittings for the Wiggings clamps myself, I will just make them fit close together and no straps will be needed to keep them from moving. Tim this it mounted in back on top, hood clearance is going to be close. I have it mounted on the V-band clamp/fitting that comes with the BOV. I like you ideas about integrating the bottom half into the plenum, but it will not be possible to machine it the way I have designed it to be made. I think I will have to resort to welding it on after the plenum is finished and installed in the engine compartment. I think this will be the safest bet:)

Tim, that was great advice. After your comments about getting to the screws I went and looked at it. I would need like 10" long fingers to get to some of them. I thought at first no big deal because I will just bolt the plenum on before bolting on the manifold. Then I realized, how am I going to balance the TB's without removing the plenum. Its funny how you get deep into a project and so focused on the details that you miss the obvious. This is why I like this forum so much, great people with tons of real world experience. As for the added expense, It may actually be wash. I had to shorten the length of the air horns to make room for the clamps. The material stock size went down by a 1/4 of thickness, and that's a lot of weight and alot of savings when your talking a hunk of metal that big.

It looks to me like the runners are dumping all at one time to open air. You can imagine how much air would have to be pushed through to generate pressure like that with open runners. This is just me guessing again, as I have very little understanding of the CFD software. Maybe TurboBlueStreak can chime in on the details.

Tims Wiggins clamp Idea. I like it, I think I will go this way. Still have not figured out how to integrate the BOV besides welding it to the plenum

I plan on using the GPO control on the Tec 3. How are you running your vacuum lines? Are you tapped into the compressor or the plenum? How would the routing be different for a GPO control vs. an external? I have never looked into the external controller That’s a cool idea; I will look to see if I have room. The main problem is that the plenum will be made in two halves, surface machined in two operations normal to the seam line. This makes it difficult to get ports or details on the sides. I could always weld it in and blend it afterwards?? I am using Wiggens clamps everywhere else. I machine the flanges myself and only buy the clamshells (saves some money). That would make life easier. The thing I worry about is the expansion of the Wiggings clamps. They are designed to float and have about 1/4 inch gap between the flanges. I am not sure but I think when under boost the flanges might be pushed apart causing the plenum to have a lot of movement. Again maybe Tony D has some comments. Once again another good idea, do know how much money you are costing me today