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Tony D

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Tony D last won the day on January 13 2019

Tony D had the most liked content!

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About Tony D

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    Wiki D
  • Birthday September 26

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  • Location
    Reno NV & Lucena Quezon, Philippines
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  1. Yep, you would be wrong. At least you're open to that idea. There is no reason whatsoever why an L28 isn't an 8,500-9,500 powerplant same as an L24. No "large bore" necessary, we were limited by class rules to no more than 3.0 and if anything we would have stroked it for power more than bore it. The L20A was pretty much capacity classed at 1998CC, needed stock bore and stroke on that one, and it went to well over 12,500 without any valvetrain issues whatsoever. The limitation is breathing ability of the head N/A moreso than anything in the bottom end. That's benchracing in the extreme.
  2. Sadly, before the Koreans hijacked my YouTube Channel, I had videos of us making runs at El Mirage where we shifted at 9,500, and 9,300 depending on the gearing or tire height. No titanium Retainers or Spring Caps, and we ran that engine to over 12,500 doing valvetrain stability tests without any issues whatsoever. An L24 will do it easier than an L28 or larger simply because you are limited on flow through the ports on the non-crossflow head (about 240-250cfm max) and that will cap your power peak realistically in the 8,700 rpm range. Been there, done that, got the videos to prove it
  3. Hey Tony is there a way I can contact you to discuss intake manifold runner taper for an LS motor please sir?

  4. For all this talk of OCD.... nobody has specified which mount they used cutting the urethane to match the nose of the R200. Whee! did a great writeup, photos, dimensions, etc.... but never said if he started with the 3-1108R or the 3-1158G! There's roughly an 8mm difference in height between the two and that looks to be what he cut in the arch when you take into account the bottom doubler strap is removed to make the ears fit "flat"! So there's the big question: Are you arching the 1108 or did you arc cut the 1158? Inquiring minds want to know!
  5. COVID-19 will make Facistbook go savage eating the young...and people will get bored at the nonsense... and flick back to see what's up. Hell, JeffP got with Cometic an had them make an all-new gasket to his specs!
  6. Have those cars sat out back for 20 years now? Damn, I guess they have!
  7. Interesting project I should try removing my Fairlady Z/ZX stickers! Yet another project with no time to do...
  8. I guess to be complete, the engine dynoed at 205RWHP at 8775 and would shift at 9300 from first to second, an at 9500 the rest of the way up. The speed we did at El Mirage was within 2 mph of when we started out with the L28 making only 217 at the rear wheels, so it appears a comparable and accurate pull. We used the same head from the L28 and had to heavily relieve the block to clear the valves. The combustion chamber was huge, and as a result we barely had 11:1 compression, if that. We had no issues running this engine in valvetrain stability testing to more than 12,500 rpms. We got pr
  9. I literally had to cut guys line in back when his car wouldn't make fuel pressure and the filler neck was sucked down FLAT. If the system is fully sealed without some sort of vacuum break or vent, you won't fill it fully, and as fuel sucks out of the tank running down the highway...you get lower and lower pressure blanketing the tank, to the point if you run long enough, that the tank goes into vacuum and you burn up the fuel pump or lose fuel pressure till you pop the gas cap.
  10. I see the edit regarding drilling the carbs.... Are you meaning you enlarged the holes on the carbs to allow movement to accomodate both the pattern on the box, and the pattern on the manifold (basically made the holes bigger so you could jigger the carbs around to get the lined up and the fasteners to fit?) This has been a known issue for a time on the later boxes, don't know why they got funky on the hole drilling some fit some are quite a bit off. On the ITB's (which was really the design for these) some of the fuel rails interfere with the box and you need to spacer it out to fit, this
  11. Move your WB to 4-5-6 and see what it says in comparison... then move it downstream so it gets a whiff of all six!
  12. Banned from Fascistbook for a Homer Simpson Meme I DOWNLOADED from Fascistbook... Back three look rich compared to front three. Where is your FPR? I agree with JeffP that firing all injectors at once is a TERRIBLE idea! This will cause a serious drop in fuel rail pressure which will screw with the mix. Load sensing enrichment is better with manifold referenced FPR than static. He’s incorrect in terminology, that’s not a “rising rate”, that’s simply “manifold referenced 1:1”... a “rising rate” would increase it 1:2 or 1:3 etc meaning static is X pressure, 5# of boost is
  13. Looks like his widow was taken in by someone she trusted in a Northeastern Z-Club who quickly flipped the car. That could be bitterness over seeing the sale price compared to what she sold the vehicle for 'inside the Z Community' to someone who said they would preserve and cherish it. Then flipped it instead. Sad.
  14. No sheared drive pin? Seen that more than I've seen a sheared woodruff key (?) or broken camshaft!
  15. This looks like a copy of the original SK "Air Governor" setup I installed back in 1983 with the SK Analog Fuel Computer! Good to see nothing changes! The SK's wouldn't idle at all when you closed the throttle plates and it was a very fine method indeed to get the plates open to allow 950 rpm idle... Ended up closing them altogether anyway and used the ports in the Mikuni Manifold as the idle air bypass port at idle through an 82/83 Idle Speed Control Screw refit for 1/4" tubing that went from the Surge Tank to the Manifold. One screw to set on the idle speed, and a simple solenoid bypass li
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