josh817

In that case. 45 aqd 48 are the primary diameters in millimeters. Have fun

Stahl and Nissan Motorsports make headers with primaries that are 1 3/4" diameter. The collectors I can't comment on. In the exhaust section of this website is a thread talking about Stahl not making the headers anymore though you can buy the tubes and weld them I think. Or you can go with a header from Japan, there are a variety that have large diameter primaries, and the majority of them are very expensive. Anywhere from $800-2500 US. The biggest is not always the bestest

Need help?

Better speed up, guys. I got it in 6 seconds.

Inquiring who the user was on here that got a job with Penske Racing or whatever team it was. I would like to explore that job market, as I am nearing graduation. If anyone has any clues as where to begin searching, I would love the input. Thanks guys.

I wonder why I haven't seen you. I do corner working in Texas... We have tracks in Slidell, TX (10 minutes north of Denton then go 20 minutes west towards Decatur) called Eagles Canyon Raceway, there is TMS which is quite frankly a rather boring track being nearly symmetrical, and there is Motorsports Ranch in Cresson which is on 377, 15 minutes before you reach Granbury. ECR and MSR both host drivers edge events for several groups like Porsche Club, BMW Club, Apex Driving, etc. They all allow you to pay and play. I think its somewhere between $250-$350 for a two day weekend. Between those three groups, there are events nearly every weekend if you're dying for track time. Eagles Canyon will eat brake too Didn't have any pad left, literally, on my rear drums after 20 minutes. Granted, they were old breaks and I had the track to myself for the day do some ridiculous things took place. Have fun!

Doesn't take a rocket scientist to plot an overthrow, and guess what I'm studying. Once you're done doing whatever it is you do around the world Tony, you should read my in the other thread since no one traverses the exhaust section of this board anymore. Though, both of you guys already know how that stuff works so it won't be any stupendous surprise.

I haven't mingled with the manifold lately... Life is getting busy. But, I did just make this thread to better explain what I am looking for in my intake system: http://forums.hybridz.org/topic/117954-a-better-explaination-to-exhaust-scavenging/

Alright so I finished this semester and during one of my courses we performed an experiment that I found useful for explaining scavenging. This experiment was used to measure a shock wave as it traversed down a pipe. The pipe itself was split into two sections, one in which we pressurized with air, while the other side was at atmospheric pressure. A diaphragm was used between the two sections which ruptures at a certain delta pressure. This allows us to swap diaphragms to different materials or thicknesses to vary the rupture pressure and control the speed of the shock. For this experiment the diaphragm consisted of a plastic film which ruptured at ~160PSI if I remember correctly creating a shock traveling at around Mach 1.5. Similarly, hypersonic tests would be performed with a steel plate diaphragm that has a dimpled "X" on it to allow it to fracture at thousands of PSI causing a shock traveling at above Mach 15. Down the length of the pipe were 12 pressure transducers sampling at 100kHz. Seen below is a diagram of the shock tube and transducer locations. The right side of the tube is the side that is pressurized where as the left side is left alone. As you can see, the left side has a cap on it with transducer P1. Two tests were performed, one with the cap installed and one without the cap, to study reflecting shock waves. For this discussion we will look at the test without the cap installed which would be a shock wave traversing down an open tube or if you use your imagination, an exhaust pipe (or intake runner). If we plot the pressure data versus the time the experiment took place we would get this (noting this is data from transducers P6, P5, P2): Obviously there is a spike but we can really see much. Notice it as steady at ~15PSI, that is atmospheric pressure. Also notice the pressure immediately after the spike, this is what we are interested in. Reducing this down to focus on just the pressure deviation upon shock arrival we can see this: Now we can see the shock as it passes each transducer. We know the distance between each transducer, therefore we can divide the distance by the time between the spikes and get a rough velocity of the shock. However, this still isn't addressing what happens after the shock. What happens to the pressure after it spikes and leaves the tube? The pressure at P2, which is essentially the exit of the pipe, can be seen here: See how the pressure spikes and then briefly dips below atmospheric pressure? Notice how it fluctuates slightly before steadying out. This lower pressure is what is responsible for scavenging. The effects become even more dramatic as you travel up the length of the pipe seen here at transducer 6: The reverberation can be explained by the fact that the other end of the tube (the side that is pressurized) is closed. The momentum of the air rushing out of the pipe causes suction behind it, since there isn't any more gas to replace what has just left the tube. Once the shock has escaped the tube, the suction then draws in air where it flows back towards the ruptured diaphragm and fluctuates until it holds steady. Our goal, to make scavenging successful, is to time this suction (vacuum, lack or pressure, whatever, your ass your face whats the difference) so that it reaches the consecutively firing cylinder as the valve is opening. You can see now that this would only really occur (the strongest) at one RPM where the timing of the suction matches the valve timing. This suction in conjunction with proper valve overlap will draw more aif-fuel mixture in and help evacuate the cylinder. Likewise on two strokes it helps evacuate the cylinder and draw excessive amounts of air-fuel mixture into the cylinder to the point where it flows into the exhaust pipe however due to the bee-hive design, it then forces this mixture back into the cylinder for combustion. This would most likely be utilizing the smaller pressure spike seen above, following after the suction essentially ramming mixture back in under slight pressure (albeit only 1-2PSI in this case). Likewise this can also be used for the intake as the diaphragm on the shock tube doesn't have to have a pressurized side to rupture but rather a delta pressure. This means I can draw a vacuum on the left side of the tube while the right side remains closed at ambient pressure. When the pressure across the diaphragm reaches whatever the rupture pressure is, then it bursts. So, I can imagine lots of vacuum from an opening intake valve causing a pressure deviation (just like the pressure spike above) to traverse down a runner. Behind this vacuum spike there is going to be a rush of air causing a temporary pressure above atmospheric. The momentum of the air will cause it to slam into the now closed valve where it the pressure will spike again as the air is stacking up behind itself like train cars where it will then reflect off the valve and traverse back down the runner. The runner is open to the atmosphere so you will then have a case shown above where you have a pressure spike exhausting to the open air and reverberating back down towards the valve. This back and forth motion, as described above with the temporary vacuum with a lesser temporary pressurization continues inside the runner. This is what is happening when we discuss pressure cycles inside the runner and how the first cycle or wave is the strongest, the second becomes weaker, the third becomes even more weaker. You adjust the length of the runner to achieve whichever cycle you desire however to get cycles 1 and 2 timed with the intake valve would require very very long runners, usually too long for practical use. Like the exhaust, these events really only occur the strongest at a single RPM when the timing of the valve and cycles have aligned and the RPM you select to tune maximum effects for will also change the runner length. Basically, this means the runner dimensions (length and diameter) will be chosen by you dependent on the RPM you want maximum effects and the wave/cycle you wish to catch; Nascar guys typically go for the 3rd wave if I remember correctly. A better visualization of this flowing air stacking up on itself like train cars, causing yet another increase in pressure behind the intake valve can be seen in the data collected for the experiment where we had the cap on the shock tube installed effectively creating an enclosed tube with a shock wave bouncing inside of it. You can see how the initial shock arrives at each transducer and then spikes even higher also noting the order of the spikes which allows you to see the initial shock and the reflection as it traverses down the length of the pipe. Knowing these arrival times I can create a plot which allows me to select a location on the pipe and tell me when the shock or reflection will arrive with relatively....... good.... error. Kinda. The black lines represent the end caps of the tube with the "T" bars being error bars showing that the shock could be expected within that time frame. Note that the time scale is relative to the rupture time of the diaphragm, meaning that all the plots above were for a 2 second test however from the initial image posted we know that the diaphragm really only ruptured at ~1.2 seconds. I will be looking at our other experiments to see if there is anything that can relate to what we are looking for when we design our motors. Thanks for reading, Josh

The stock rods are already forged and adequate to my knowledge for any practical purposes with ARP bolts. That being said I don't know if even $300 is worth the risk. There is a lot of metallurgy/material science that goes into rods which can't be spotted from the surface. Though if you're really dying for H-beam rods I suppose you could try. As 1vicissitude said, check or ask for dimensions. big and small end diameters, rod length, big and small end widths. I have heard sometimes the widths are not correct and have slop on the crank journal. Good luck

I linger around Arlington but no time to have fun during the week. Enjoy, Z guys.

Oil adds extra lube to your cylinders and to cool your pistons when you're running 9000PSI. Almost as good as the guy who wanted us to send his stuff to the machine shop. Bore the block .060", use original pistons with new .060" rings. "I do this all the time, lets the motor spin freely". Later, he wondered why he didn't have oil pressure. He had left a rag in the oil pan when putting it together. Secrets to horsepower. It works in mysterious ways. Please don't touch your bore with the welder. Maybe the rings don't reach that height anyway?

That's true too. I can't remember if the notches on the caps/bearings are both on the same side or opposite sides. That would be a bitch if it was just a starter. I had that on my truck. Both the cables and the starter dated. Replaced both, cranked fine. They're cheap too. Crank it without spark plugs in. Crank it with spark plugs in but no wires on them. Crank it with wires on them. If your ignition is too far advanced it will act like a dead battery. Crank over once or twice really slow and then nothing because it is firing too soon. I had that problem with my truck when I was first getting it together. Had the ignition on a toggle switch so I could crank it without spark and while it still had some momentum, throw the toggle. Eventually I backed off the timing when it started to diesel after shut off.

I love it when they put oil and water ports on an intake gasket surface. This way when you lose a $5 gasket you can lose a $3000 engine too. Time to step up to 1920 x 1080.

Interesting. I never knew that. When I did my 3.1 build I just used the NPR rings that came with the cast pistons not even thinking about it. Correct, the oil squirters need to be on the spark plug side of the block. The beam of the rod is offset on the big end to thrust the crank towards the flywheel I believe. I know in Healey's they're offset enough to cause the problem you describe if they're installed incorrectly. It sounds like you have found your problem, just trying to find how to fix it.

I was thinking the same, or that the rods are backwards. They have an offset on the big end but I don't think it's enough to lock up the crank. I think he just needs to build it and spin it after each step to find the bug, like he indicated in the post you quoted.

This dude is in Jersey: http://forums.hybridz.org/topic/95156-bloz-up/ I don't know if he knows how to do MS on L engines, as he messes with VG engines. I'm sure he does.

2014 WILL BE.... just like every other year. Damn

It's a little annoying out here since not many people personally own any snow/ice equipment and the cities don't stay on top of things when they happen. I remember being in Rhode Island, the day I was suppose to drive back to Texas it snowed 1.5 feet. By 6AM roads were clear like nothing ever happened. After the first two days of ice the main roads have been traveled enough to be clear but neighborhoods are like BigPhil's driveway. Apparently this year is suppose to be a repeat of two or three years ago in Texas where we had a lot of "winter activity". I remember at that time I was daily driving my Z to school to get those easy bonus points for merely showing up to class... Airdam acted like a snow plow for everyone behind me.

Slid down the drive way today trying to get some food. Couldn't get back up without pouring sand... Neighborhood roads are a disaster but the main roads aren't bad at all, until you get into the turn lane. Weber DGV on the truck doesn't give me any grief at 20º either! They probably take less care of you out there than they do here in Arlington, Stay safe

Tony, I love that rangarattle noise. Bugs the **** out of my dad, he thinks those cars are falling apart until they go! Engine was warmed up, them there gauges said so (I believe it read 70 or 80C). At 2:10, note full throttle, note when cam comes in. He engaged his VTEC you guys. Redefines "does absolutely nothing below ----RPM" and perhaps even "streetable". Take it easy guys, enjoy the Z's.

John, the only reason why I won't sway towards the rules is because I have already taken steps in a certain direction. Right now I am still teetering on whether I should continue on with 3100cc or if I should spare the crank for my own sake and use an L24 or L28 crank, something that is more readily available. I would hate to crack or break several V07 cranks while I'm getting my **** together. And Tony, I know exactly what you are talking about. Although this group is strict, they aren't strict enough to pump a motor. They say they will but it is very doubtful considering there are cars out there that are obviously well out of the bounds, from wheel flares to aluminum heads. The only guy I know who thought it would be best to be honest about his Toyota gearbox in his British car was zapped. He did it because the crappy British gearboxes kept breaking, and he is consistently last anyway. Tony, do you ever wonder why a BMW 2002 would need 8 spark plug wires (with only 4 hooked up), 3 coils, and a distributor? And who is Electramotive? Do they make voltage regulators or something?

The club is mainly for fun. Real nice group of people, your trophy at the end of the season is made from the parts your car puked on the track. Not really serious racing so I don't care about points or where I place, but I want to run cars of similar era. In my mind that alone should please everyone, knowing that I won't receive any points regardless of if I'm ridiculously quick or very slow (more than likely). But again... sometimes they tell you theres no chance of running, or if you have a nice cheater car they'll say come on in but you don't get any points. If the speed difference is too much they will throw you into another group. Our group 1 which is all A-Prod muscle cars has the '80's Porsche in it since it's running FIA rules, and a some sort of Lola. I wouldn't be surprised if C-Prod cars that are too quick in their group and running a different rule set were sent to Group 1. Even if I were able to get my hands on FIA papers or showed them the images above, they would more than likely say sure you can run it but it has to be that EFI system with that engine. Good luck, but at least it makes it look like I tried to play ball before I start asking for favors. That's actually why some are leaving. When things break on some of the cars, they can't find replacements so they want to find a modern equivalent which mucks up the water in administration. Datsun 5 speeds would be one of them. If you go in with the proper close ratio box, break it, and replace it with a regular 5 speed, according to the rules that's a no go. Long story short, I don't have an ECGI system but I'm doing something similar.

Thank you for the information, Alan. I'm sure it's going to be a hoot trying to explain the heads were homologated but not the injection systems. Our local race group use to be very open to vintage cars, when they first started. Once they had a however many racers, they then decided to get very strict with whats allowed, subsequently losing many racers. Over the past 10 years racers have been bailing do to the strictness, compounded by the market woes. It's easier to work with them though... and provide documentation of EFI's existence. Currently, with their strict rules, to get away with not taking any points but still running you either have to be popular with the higher-ups or have lots of money. They're trying to keep it as authentic as possible and I can respect that but they're letting some go out with stuff that is in no way legal, just because they have a rare or very nice car. 1980's Formula Atlantic cars, 1980's Porsches, MG's prepped to current day SCCA rules, in a sanctioning body that claims "1972 or older". Their strictness is showing in their racer turnout. They will have to be more lenient unless they want to continue to dwindle.

John, I don't know enough about FIA rules to understand why these systems were used in Japan, rallies, and I thought Le Mans at one point? I suppose they had nothing to do with FIA. Figured they were being homologated with the E4622 "LY" head.