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HowlerMonkey

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Posts posted by HowlerMonkey

  1. I have one as well and considering just a short rubber coupler going to a throttle body with cable actuation.

     

    I guess two throttle body back to back with plate removed out of one would be super easy but likely look pretty ghetto.

     

    I think 60mm TB is as big as one should go since I've driven a super responsive n/a l28 with the Q45 throttle body and found modulating it at low throttle openings difficult since you need very little throttle angle to greatly effect power production.

     

    I mean...........the toyota GTP car made 800+hp with a 54mm restrictor and bob lentz's gt2 350z makes north of 380hp with a 30mm restrictor on a normally aspirated vq engine.

  2. The reason a stock type intake can make so much horsepower is that it is feeding all six cylinders while we have a single SU for each 3 cylinders or one venturi per cylinder for triples.

     

    We've known this for many years in improved touring but the downside is that you can only run the injection intake on a car 1975 or newer meaning at least 200 pounds heavier as per the rules as well as having to run a cylinder head/piston/cam combination not nearly as radical as what was available for early 240z.

     

    I feel a well sorted F54/flat tops with a P90 head optimized for normally aspirated running with best stock injection intake could make great power depending on how much you shave the head for the sake of compression ratio.

     

    Has anybody tried the LD28 intake on a hot built N/A engine?

  3. I will try to check what I have and compare the head bolts when I have time.

     

    I do know that some people have had rod bolts break or back off resulting in a ruined engine but again......will have to check diameter as compared to L28.

  4. The oil pump shaft doesn't even reach up to the spacer, from the face of the flange down to the shaft the distance is 65mm, if you look at this picture( https://photos.app.goo.gl/EbhlMDl34KjKTMJX2) you can see the end of the cas axle where it slots in to the oil pump shaft just like the standard distributor does. And the cas axle is supported internally like the distributor is too.

    I don't understand why you would want a bearing in the spacer?

     

    You don't want the benefit of knowledge of someone who has already been there?

     

    Isn't the CAS supported by a single bearing while the distributors have both a lower and upper bushing?

     

    I'm just saying you might get more movement than is optimal which will prematurely wear parts.

  5. The connector that is part of the TPS is just swiches.........one or two depending on whether turbo application.........maybe none on other cars.

     

    The grey connector is what has the potentiometer you will need.

     

    I run a M30 ecu on my L28et and it won't work without the grey connector.

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