Derek

I put a Vintage Air Gen 2 Mini in my car and love it. There have been a few install threads done on them in the Z if you do a bit of searching. Works great in Florida in August so that is saying something.

Read about 4 cycle operation theort and you will see what we are talking about. Crank and cam are linked at 2 to 1 ratio. Edit: Holy crap my 1000th post!!! Whoo hooo

It knows when the piston is at the top of the stroke. That is different than TDC. That's why it has to have a sensor on the cam as well.

My megasquirt 2 required a standalone lambda controller. I originally had a Innovate LC-1 and it was junk. My tuner recomended a 14point7 Spartan 2. I have been very happy with it so far and would highly recommend it.

If you want to do this in stages while you keep driving the car then I would do ECU. My choice would be megasquirt. Get the ECU controlling the ignition. Then get your Lambda system going. Then convert to EFI. As Tony said the 4 barrel will serve you well but after tuning my car with a laptop I'll never go back to a carburetor. If you can cheaply convert the 4 barrel to a EFI unit then that would be the next step after getting your ignition running. So now you have your ignition and fuel system sorted out. If you are happy with the EFI 4 barrel then you are good to go. What you will have gained is modern control of your ignition and fuel system. If you decide to go with ITBs then you better value the looks and sound as part of your justification. They are for sure more finicky and I ended up paying a tuner to help me get everything dialed in. Right now I'm sticking with what I have but at some point I will be switching over to the Jenvey Heritage bodies. And if I had a Z with a 4 barrel I'd rip that thing off of there faster than Sh$iT through a goose. Those things are butt ugly in my book:)

Yea. The initial design has them at +5 degrees. The flange on the manifold is thick enough to tweak it a bit if needed. Time will tell! Rebello seems to think it's worth trying. May not make ultimate power but my customer is OK with that for now. I'm of the same mind in that the manifolds will accept larger carb/itb setups. The owner wants to go with the Heritage ITB's at some point but since he has no injection now it's a pretty expensive proposition when you add up all the stuff he would need to buy.

The nice thing about owning a thread like this is I get to post off topic stuff and I know it will get seen:) Any 510 owners in the central Florida/Georgia/south Florida area following this? Please send me a PM if you can help me out with a question I have. Thanks Derek

It's for a customer.

It's like Christmas in February! Cams showed up from Schneider today. Did a test fit and I'm able to spin them by hand. The thrust faces are a hair tight so I'm going to loosen them up a bit. Other than that they feel great. I have to stuff a crank in my mockup motor and then I can get started on the timing chain. That's the tough part. I have to walk past it during the day and it's hard not to get distracted.

Well it's back in the barn finally. Everything looks great and now I can get back on finishing off all of the rest of the stuff. Ran my 1.25" gauge rod through the towers. A little snug but I'll wait on the cams to get here before I do any honing. And naturally I'm super slammed with pattern work right now.

I used the OZDAT calculator and come up with a 2.5L with a 9.3 CR. I think your calculations might be off. Other than that I'll leave it to others to comment on advantages/disadvantages. Derek

The owner of V2 has a set of Mikuni 44's he wants to try and run. Unfortunately the manifold pattern I have from mine is too long. Downloaded a DCOE model from Grabcad. Thanks ATS. I'm only using the basic shell but ATS did a great job on it. I added a K&N air filter to it to make sure that at least some sort of filtration can be used. I'm adding bosses so a drop link style linkage can be used. Tight freeking fit. Thanks

A lot of this is really dependent on the recording equipment used. I had terrible results until I got a decent microphone for my iphone. The recording I posted is the closest to the actual sound so far. The M3 sounds a bit poppier and like you said modern. I'll try and get some drive by footage soon but I am slammed right now with projects. The areas close to my shop are not well suited for that type of video.

That sounds really great. I guess I need a drive by video soon.

I'm not really sure on that. My talks with Rebello have been about V2. He's a busy guy so bench racing on the phone hasn't happened much:) I blew past my shop neighbor the other day during a first gear second gear romp. He's a longtime Porsche guy. He described it as a cross between an hot rod V8 and an old 930:) Whatever that means. It's got a hellava growl coming off of idle for sure. You can fit what I know about turbos in between these lines l they go boom l Someone else will need to chime in.

Thanks everyone. That is probably the best description of the sound. at least in my ears. Thanks. Yea it is a lot of fun driving. I have right around 3700 miles on it at this point. I've had a few issues but nothing related to my work. Biggest problem was a defective KA24 upper tensioner. Thats a good thing! right:) Magnaflow round muffler as a resonator and a Magnaflow oval as the muffler. When Xnke designed the header this is the sound I was looking for. Hopefully he will chime in but it had to do with the length of the collectors. I'm kind of pulling that out of my butt though. Not my department:) The rev limiter is set at 7000 RPMs. The EDIS gives up at 7100 or so and that is not an elegant way to control your revs. Like really harsh when it kicks back on. I don't know the specs of the bottom end as I bought it used from a Hybrid member who has gone dark. The crank as absolutely been balanced but beyond that I don't know. At 7000 it is still pulling like a mofo so it's not running out of cam or head. After I milled the head the second time I was able to get the CR to around 9:1. Everything I have been told is the design of the combustion chamber will easily work up to 11.5:1 on pump gas. The cam is very mild and really should be considered a test item. I should be getting the head back from Rebello in a couple of weeks so development can start moving forward again. Derek

Just uploaded a new video. Trying out some new microphones. The placement on this video is one in the cabin and one next to the exhaust pipe. The exhaust mike is dominant at this point as you can't hear the induction noise which in my opinion is the best part:) It's a pretty accurate depiction of what's coming out the back end though. I'll shoot one with the mikes in the engine bay next. Shifting at about 6800. On the second run I hit the limiter in first. OOps. The camera mount sucks and I need to work on it. If you look closely through the shaking you can see the front of the car lift when the cam comes on. I drive it this way a lot. I just love the sound of it! Thanks Derek

I wasn't concerned with adds. What got my attention was items from a shopping list that I had at amazon appearing in a banner. That's fairly intrusive in my book.

Can you make it so that donating members can continue to use ad block? I've been using it forever and I turned it on after I read your post as a courtesy. The first thing I got was a banner showing stuff I was looking at earlier in the day on amazon. This is why I use an ad blocker. Now it still may be tracking me behind my back but it's really troubling to actually see it in a banner on a site that is totally unaffiliated with amazon. Thanks Derek

Well the "right" bottom end of course:) Here is how Dave put it to me. You can do it with a 3.0L but you would need to spin it 10,000 RPMs to get there. A 3.4L puts you around 7500 to hit the same mark. He feels that a 3.2L will give you a decent amount without going to extremes.

Yea I read it wrong at first too. That row is the scale value that the flow bench is using at that lift. Then below that is the factor that you use to derive the actual flow. Dave explained it but I'm probably not describing it properly. The intake flow at .5 is 301 CFM. No video yet. My video recording with the iPhone isn't sounding at all like what it sounds like in reality. I picked out a lavaliere mike on Amazon and I'm going to give it a try.

Ok time for a small update. The head work is being done at Rebello Racing. I was interested in getting a head in his hands and everything kind of fell into place for that to happen. The only down side was they are always slammed so it's taken a little longer than I would like. They worked the bowls a bit but other than that it's basically the same as it was after the new owner smoothed it out. There was no major shape changes. Dave's opinion is the head as it is now has the capacity to produce in the 420 HP range based on the numbers they got. He is onboard at this point and will be offering and recommending the head to his customers. He deals with Schneider Cams and the cores are there getting the lobe profiles done. I know it's been slow going for while. It's just amazing how long it takes to get things like this moving. I'm attaching the flow sheet he sent me. Thanks Derek

Lets just agree they meant to ay 370 not 470. Because based on the listed specs that is probably closer.

$25,900.00 Not yet. Waiting for V2 to get back so I can finalize everything. I was hoping to nail down the machining prices when I did V2 but there were so many changes that it quickly became a prototype. And you don't want to pay those prices:) I've been telling everyone have $15,000.00 in the bank and you probably will be pretty safe. It really depends on the build you want to do.

I think you are a little low on the head price. The last I heard they were 26,000-28,000 USD. If they were only $10,000.00 I doubt there would be much interest in my head:)