MONZTER

I was planning on using a gasket

I am really glad this thread is still moving along, everybody is putting in some great comments. Like I said before, I am no pro engine builder, I just do this as a hobby, so I don’t know what is text book correct or not. I just try to use my common sense. I have always heard the head makes the power and the bottom end keeps it all together. You know I design bicycles for a living. Think about how many different ideas have been done before for a bike frame, So when I approach a new design it is never something obvious, and it is never anything that hasn’t been done before. what is always the difference is how the design and engineering aspects are put together. A little here and a little there all add up, and when I get it just right, wow it’s is just right. Remember it’s the sum of the parts that make up the whole project. So just an intake, or just a port job, or just fuel injection won’t do it alone. It is how all of these things act and work together, nothing too big nor too small. So I have been working on my turbo project for years now, trying to keep the same approach of everything working together. The right size turbo, the right size header, the intake, plumbing ect. Even down to the hardware that will hold it all together. I am hoping I have the same luck when it’s all finished someday. Hey since we’re talking about crazy welded heads, have you guys ever seen the pics of my welded CNC machined head? It was a P-90. The ports and chambers have all been designed in Pro Engineer and the CFD validation run in Starr CCM + The Plugs have been angled towards the exhaust valves and the intake ports raised as much as possible, even welded up the two center exhaust ports to make them the exact same size and shape as the others. I had to weld up and reshape the flange surface for the raised ports. The thermo housing outlet and fuel pump mount have also been welded up and shaved off, It will be running reverse coolant through a bolt on distribution manifold similar to the 432 motor. Just like you guys are saying “how is that little cam be making good power†I want to hear how is that little turbo making 500+ HP. We’ll see. Remember the devil is in the details:twisted: Jeff here is the intake I designed but have not built yet, You can see the cooland fitting integrated into the mounting flange

My Clutchmaster uses Kevlar disc and bolts right in with no special slave or parts @1500.00 They wont sell direct, but MSA can get them. They are custom order and take a few weeks to get.

I have a clutchmaster 7.5 inch dual disc clutch in mine. Complete clutch and flywheel is around 17lbs. what he means by streatable is not the effort. These types of clutches are not sprung, so they tend to chatter and jump when engaging. Also the throttle gets really touchy. Small smooth amounts of throttle is not an option. Its funny when someone tries to drive my car. First thing they do is stall it due to the low mass and the need to rev it and slip it abit. Next they rev it too much and end up spinning the tires at an intersection. Now I have gotton use to it and love it, but it is something you have to think about every time you start at a light. when a cop is next to you and your car is already way illegal. It kinda gets sketchy

looking good, I am sure it will work great

The taper on the bottom of the strut housing and the strut held everthing in place when tight, but when the nuts loosened up the strut would move up and and the gland nut rocked. Just a little and you coud hear it. I do have solid heim joints everywhers, so I feel everything. I ended up loctiting them and torquing the crud out of them as they kept coming loose.

I've had my gland nuts loosen up 1/4 of a turn and you could hear and feel them moving around...

Every once in a while even a blind squirrel finds an acorn HAHAAHAH

The clutch uses Kevlar disc so not as light switchy as the bronze. It is OK for the street, just takes a little getting use to it

oops

I did tokicos on a friends 280. The insulators in the rear are much longer than a 240. In the front the insert touched the bottom no spacer, in the rear we had to cut and shorten the rear just a little and add a big spacer. this was because he was running camber plates of the same thickness front and rear. If we would have cut the rear struts short with no spacers the car would have had no droop travel in the rear. Now the Bilsteins are even shorter, so you may not even have to section the rear at all if you use thin camber plates. FYI I used no spacers on the front and long spacers on the rear for my 240 with the bilsteins

yes good stuff, and good ideas, I have already talked to the clutch maker about using a smaller ring gear to decrease the diameter a bit more (the unit is custom anyway). Malvern racing use to make an offset starter nose for the Hitachi gear reduction units. Not a problem to make one up and this is what I will be doing for my other z. There are also ways of hogging out the aluminum from the area between the ring gear and the pressure plate like some of the reduced weight steel units What is your take on too light of a flywheel for turbo cars and the engine slowing down too quick to keep the between shift boost lag down?

Dont go to him for engine builds or parts. Sway bars and stuff OK. He did a motor for me years ago, and it was not what he said it was. I mean in the quality of the work and the parts installed. He'll tell you what you want to hear. There are so many other better places to go. Just my .02

Its a 7" dual disk ClutchMaster stage 6 with no springs, all alumium billet. The complete flywheel and clutch assembly weighs about 17 pounds.

No Turbo, NA on Pump Gas

In the video you can hear it hit the rev limiter for a sec, so that 7700. I know what you mean about the tach, but I just cant part with the old school original look. When I degreed it in it came out to match the card. I set it straight up

This should be what I am running

Are you talking about the radiator cap?

OK so I made a really bad video of my car tonight. its dark and you can’t see much, but you can hear how it sounds I rev it like an idiot and drive like a fool. I know, I know, I usually save it for the track. It was some low traffic areas. You can kinda see the tach and that it doesn’t have much problem going past 6500 to the redline of 7700, but our West Coast tachs may be optimistically calibrated to read higher than it actually is by at least 30% HAHAH just kidding:icon12: Enjoy MonZter

I am going to set up a in car video and post it tonight so you guys can hear it (if it does not rain)

I am not sure about the thermocouple wire, there were cables everywhere from the sound equiptment. The hood was open during the runs. I believe the plot said SAE correction factor Never drag my car, just autocross

I dont have a scanner so I took a picture of the new plot