MONZTER

Hi, I searched this subject but only found 2 year old post, alot has changed since then, and wanted to see if any oppinions have changed about the benefits of staged injection on a turbo motor. My idea is this: Currently I run a Tec 3r NON Sequential, (I feel this gives better throttle response than full-sequention). Problem is by doing this it is way difficult to have single non staged injectors idle well and be large enough for a high HP Turbo set up. My Tec3r will run staged injectors so the small ones close to the head will be for idle and cruise, and the big ones far back will kick in under boost or high RPM. Does anyone have experience with the Tec3 and this type of set up. I am designing an building my own throttle bodies, and wanted some opinions before finishing up the design. Thanks for the help and check out the pics below of the Cad models. (there not finished yet)

The valve cover is Black wrinkle Powder coat, the same as the turbo valve covers. A place called Olympic Powder Coating in Santa Ana California did it, as well as the manifold. But first I removed and welded up all of the original spark plug wire bosses on the valve cover (since I dont run a distributor) The manifold is something I built out of a manifold originally from a 2.0 japan motor (so I was told) I cut it up into a dozen pieces, and added an inch in volume, straightened all of the runners, as well as extending and changing the angle of the throttle body. I also converted it to a 6 bolt flange, and added injector bosses in the runners. The throttle body was a TWM 60mm that I added a TPS, IAC motor and converted it to a throttle cable so there would be no linkage from above. Here is a pic before the powder coat. I took a lot of work, but I enjoy fab. work

My radiator sits lower than the head, (because its a crossflow design and if I raise it the cap would hit the hood) and I could never get all of the air out of the system. So I made a raised thermo housing that makes it the highest point on the engine. Now all the air is gone, and the raised sections acts like a small purge tank. The cap on the radiator is never used and there because thats the way it came. I guess maybe this was the long way around the block, but it worked...

Pretty sure the nissan comp valves are from a company called Si Valves. Here is the link http://www.sivalves.com/ocforeign_valvessp_nis.html Motorsport Auto also sells them, and the comp valves, and they look the same. Also the same as the ones from Top end Performance. I use them, they work great, and there pretty cheap

Looks like we all want to clean up our engine compartment, removing the clutter sure helps

I am the Senior Design Engineer for A Bicycle Manufacture, where I get to design and engineer 2500.00+ - sub 2 lb carbon fiber Road Racing Bikes. www.feltracing.com I also do full suspension bike to beach cruisers. I have built and designed numerous bikes that have taken profesional athletes to World Championships and the Olympics. I alway have had two passions in my life, cycling and cars. I make a living off one, and relax with the other. I'm very lucky to do what I love... Jeff

Lucky me I use a Tec-3 so no distributor. The tube will come straight out on center

"He found that if the exhaust pipes were connected to the separate sides of the divided exhaust housing so that the exhaust pulses entering each side were evenly spaced, throttle response improved even more. Though this arrangement didn't add power, "turbo lag" was all but gone." jimbo This is pretty much how Burns Stainless explained it to me, They were very specific about engine size, port size, valve size, cam spec, and even firing order. They recommended not only the primary length, but the 6-2-1 arrangement. He said a 6-1 would have too much volume at the collector slowing down the flow defeating the effect. He also mentioned the off boost performance would benefit with this type of arrangement. This is why I spent so long working to get these the correct length and layout. My goal is to make as much power with pump gas as possible, and still have a very streetable car. Here are some more shots of the Merge collector. BTW the waste gate will come tangent off the bend of the 2-1 part making it like the example of proper placement in the book by Corky Bell. What are your guys thoughts on wastegate placement and managing boost creep, it always seem to me that the wastegates that come off at 90 degrees to the flow would have a hard time responding quickly.

Ya, I thought that seemed a little long too at first, but given the amount of info they asked for, and some of the teams they work for, who am I to argue. The car is not being built for the dyno, but for the street and autocross. Looking at some of the old F-1 cars and Indy cars from back when turbos were not banned, it is interesting to see how long their primaries were - given the RPM range. I think short headers are probably popular for packaging and obvious OEM considerations. We'll see.

Hi LLave, I just sent you the file you asked for. Check out my gallery pictures for a bunch more Pro-e models and the finished parts. Best Regards, Jeff