cyrus

I read a lot of talk about weight, heres the scoop THe turbos weigh 96 pounds with manifolds, don't believe me look it up. Total swap with all intercooler on identical set up cars was 200 lbs more for the 3 liter over the LS1 V8. But people have missed that turbo car IS making MORE power. +80RWHP

Total power is all that matters. Start with a big engine then turbo it! I agree!, but since I live in the socialist republic of california. I wanted the most powerful OBD 1 motor I could get incase I ever am required to smog this car. Technically I could do smog this thing under the 1994 standards.

I need to know where to get those junkyard indellible markers for my work. Anyone.

Mikelly hit the nail on the head. My car is crazy fast, it just that similar power made with a turbo is more complex, expensive, etc. I want people to have insight into this. Scottie GNZ is right this only refers to my I6 meaning the supra. As far as smooth goes I think that once you remove XXX pounds of insulation from a supra you find that the engine actually makes some rattles. And the 1.3 (est)seconds refers to if I nail this car at 5000 RPM how long before this thing is in full spool, surprising slow, as the sequential system will not help this problem. Additionally the octane requirements of my engine ARE high you can search this one out but it is generally agreed upon that all those BPU Supra ARE experience some detonation on 93 oct. And around here we only have 91 oct. As far as the noise I am not sure but my lightened flywheel makes this thing rattle a lot. And the Getrag trans is known to be very loud to begin with. Before too many people start working too FAST and FURIOUS on there cars these are some good point to consider if one like to street drive. It seems I am alway trying to build the ULTIMA CAR but get disillusioned upon the way...

you got it. As long as the power is the same you can compensate with the gear ratio.

I have driven my car all weekend read hundreds of miles and have some thoughts: I have had a: 2JZ-GTE (twin turbo 3 liter, 17PSI, I6 406 RWHP) and have also built a LS1 (5.6 Liter, 330 RWHP). Both cars have 6 speeds. Here is my inpression: The V8 is smooth The I6 rough The I6 is more powerful The V8 is weaker The V8 sound cool The I6 sounds lame The I6 is very difficult to drive smoothly The V8 power is seamless In drag racing the I6 is easier to control due to it's slow building power The V8 is difficult to control tire spin. The instant power of the NA V8 is INSTANT The lag of the I6 even with sequential turbos is about 1.3 seconds The V8 has torque availble at all RPMS The I6 has torque only when RPMS are high, the load is high, and the turbo is spooled Even with the power difference going to the I6 people believe the V8 has more power (due to its punchy-ness) The V8 runs on regular gas The I6 runs on 100 octane So to sum things up the I6 car is faster but their is a boat load o' difficulties that make it not as rewarding as it should be. My ideal engine would be big enough to make power on its own then have moderate boost to make it crazy. For instance the ultimate combo would be a LS7 with low compression and ~10 PSI for about 600 RWHP.

OHHHHHHHHHH my goodness! BrandsonZ question was perfect setup of what was CRAZY280Z's grand slam! I have been trying to get that point across to some many people. If all conditions were as brandsonZ says AND weights were equal AND the engines were geared as Crazy280Z says, the cars will run exactly the same as proveable in physics. Brillant!!!

Armada diff + axles any will they work? I saw that Tim had edited his post to say that the 1998 CV cups were no longer flanged. I am not sure what that means. I have the opportunity to buy an armada diff with axles for 650 which so sound steep but they have only 500 miles on them. any issue will these part. I believe they are the heavier duty ones.

I have had a 330 rwhp ls1 z and a 406 rwhp twin turbo z and can say that undrivable is completely wrong. You must have the car set up right and use more and more disernment as the hp rises. Both cars I have had are pussycats. Even my wife has driven.

are they open weekends? I would make the drive. wedsite? Phone?

Dynoed the 2JZ again to set AF at Apex Motorsports. I had a 4:30 appointment and I was 20 min early. I had to wait till after 5 to get on the dyno. Then their air filter plastic filter case broke, and they had none. So they tape the thing all up. I did 2 runs then the electonics burnt on the dyno. They said I would only be charged $45 instead of $65. I felt like they owed me money. So we split the difference and I paid nothing but my wasted time. Very unproffessional. Dyno spot says I am running 12.5 Apex says I am running 11.5 my LM-1 says I am running 10.6 (consistantly) Who to believe. I am frustrated like crazy. Tuning is a science I need a dyno that is dead on or +/-.3 AFR. I am tired of risking my engines life and wasting my time and money.

area under a curve is given by the integral from x1 to x2, so if x= rpm and y = horsepower then y(x1 to x2) = the integral from x1 to x2, d(x). I can write it out without symbols........ ahh nevermind back to the earlier post the purpose it evaluate engines. Aux has a point in that his engine differs from stock a lot. So he could cal the EIR for stock and for modified. I thought of this when comparing a "little" 4.6 mustang engine "big" 5.6 LS1, the ford look about double the size and make way less power. So I want to be able to quantify that. I was reading an article automotive engineering and GM looks at MPG x HP = index from page 100 car hp x mpg = index c6 400 x 22.6 =9040 GT2 porsche 477x 18.2=8981 viper 500x 15.5 = 7750 911 turbo 415 x 18.2 = 7553 911 3200 x 20.6 = 6592 murcielago 580 x 10.8 = 6264 s2000 240 x 22.7 = 5448 z4 225 x 23.6 = 5310 360 400 x 12.7 = 5080

Good points. We will have to assume the economy as installed in a 240Z. And since we are evaluating engines we should use the engine weight. Now the rotoary with turbos is 255 stock and 400 pounds with twin turbos........ We need a stock and modified class. EIR of Stock 94 Rotary = (255hp x 20 mpg)/400 = 12.75 EIR of Stock 94 LT1 (corvette) = (300hp x 22 mpg)/510 = 12.94 EIR of Stock 94 Supra Turbo = (320hp x 22 mpg)/590 = 11.9

Engine Index Ratings I just came up with EIR to evaluate the best possible engine availble. Tired of specific out put balonney, etc. Well to rate an engine overall: EIR = (HP x combined mpg)/weight ie... EIR of Stock LS1 = (325hp x 21 mpg) = 17.06 ---------------- 400 lbs Lets run some more motors to see what is best.

ahhhh.....just step in it...should of known that was around this post...

I just check all the san jose junk yards and two 280ZX Turbos are at the san jose pick pull on Trade Zone. both are gold and have the engines very complete. Looking out for my fellow HybriderZ.

Cherry picker $ Engine load leveler $ sawzall $ chop saw $ completing your metric sockects sets $

I am hitting apex motorsports Tuesday to compare the lm-1 and the dyno wideband.

I did my dyno with them, but I need to go elsewhere to compare A/F with my LM-1 as they do not match up.

Where can I find a good dyno in San Jose? Price?

About time. Congradulations!!!!!!!!!!!!!!!

I went over my data again and found that the LM-1 was very repeatable. I cut and pasted by dyno runs on each other and the same funny pattern for boost, rpm, and AFR showed up again and again! So this thing is repeatable now I just need to figure out the accuracy. And it was a tail sniffer dynojet I am comparing it to. Also I found out that the rpm calibration was off some, it reads 6k at 6.8k. So I need to go to another dyno to verify things.

In all seriousness, I have considered leaving Cali if they go after early cars. My other opition would be to have the 240z be a track only car, but honestly I like my cars to drivable no matter what.

I think most people have seen my dyno in the 6 cylinder section, Anyway my Lm-1 and the dyno wide band were different. The dyno shows a smooth 13 to on and my LM-1 is from 12 then drops to 10. I do not know who to trust as I am leary of leaning this bad boy out.

Has anyone besides me using a LM-1 to read A/F? If so what do you think?