Tony D
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Posts posted by Tony D
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"Mandatory Time off Without Pay"---I'm not sure of any other way to spell furlough.
Furlow is something altogether different, and is crawling all around the Orchard Towers each evening...
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I thought we required posts to be made in english on this site?
Excuse me please: Johore
Speaking of "Johore", I ended up at the Orchard Hotel, right across the street from Orchard Plaza in Singapore....(google...)
More importantly, Muddy Murphy's Pub is in the basement, and tonight at 7PM they will be airing the Turkish F1 Race. I know where I will be tonight! Woo Hoo!
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Really the only effective difference I have noticed is that they jacket a standard core and make a multi-pass water flow through a standard Air-Air core. Take a good close look at the photo 510 Six posted, and the larger Eclipse unit looks to have been just that. Having seen them making up the Ford Lightning Prototypes at Garrett R&D, this is more than truthful as to what the end unit looked like.
Really, the mose efficient method for doing it is to flow the water through the AIR side of an Air-Air cooler, and then flow boost through the core in one pass...but with much thicker core (think like an A/C Condenser).
These people aren't making dedicated water-air coolers, in most cases they just jacket the air side and pass the air through where it already went. Paxton flows through the tubes I believe, but when you knock it down...without the jackets you can use it either way.
Thermal Transfer makes most of the Intercooler Core Blanks for general industry and is an OEM supplier for most of the automotive truck brands. When you start looking around at their offerings, most are not dedicated water cooled exchangers (multi-pass air flow over tubes) simply because mobile installations do not permit the space for mounting those kind of coolers. So they take what is normally sized for the application and make a water jacket for it.
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Frank 280ZX imported a whole containerload of Black Widows (along with six Z-Cars) from my back yard to Holland some years back. Took another container with a couple cases of smuggled bug bombs to kill off that which was exported.
This last shipment we fumigated the container heavily.
How Heavily? The shipper was all upset that we fumigated it (I guess he would have been better with Marble Sized Black Widows hungry after a month at sea crawling everywhere and working through webs like the Munster's house on Mokingbird Lane...)
So when they opened the doors on the 28th, the sniffed with some special atmosphere testing apparatus, and left the doors open, but backed against the building so nobody could get anything out...for two days!
Then, the guy said "How much did you put IN here anyway? There's still residue in there---it's not good, but we have to return the container!"
We packed that container the day after MSA and shipped it off.
Perhaps the 'Spyderkon Z' bubbly containers right at the back end of the container caused them concern. Frank said just like the last shipment, there were dead spiders all over inside the container.
That answer the question on 'how they got there from South Africa' as well? Blam Frank 280ZX and his transoceanic shipments.
They don't bug me much. Unless they are active I let them go about their business. They eat the little scorpions that hide in the grass...
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I think there's a Korean make sold domestically "DONG-IL" if you had a skilled inkman I know where you could have that put...
But you couldn't show us the photo here.
Nor would we want to see it!
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Mmm I just don't feel that 90mm or more on an F54 block is a bright idea.
Are we limiting ourself to the F54 Thin Walled Casting? That, to me would seem far sillier than using the most suitable block for overboring...
As to 3mm wall thickness, depends on your 'liner' material; plan on using stock Nissan Metal for the cylinder walls, or using the block merely as a positioning guide?
What is the distance headbolt to headbolt diagonally?
And who says the bore is the limiting factor in Displacement...
There are 2.8L Air Cooled Type 1 VW's now in the original stock case dimensions. It's only your imagination that limits you once you determine the physical dimensions really 'really' constrain you in the build.
Reading what everybody else 'says' may not be the most prudent course...unless you're capable of reading Japanese. Methinks their thoughts of physical constraints are different from US definitions which were more a function of racing series rules than anything else. The US was not a hotbed of street-L-engine development.
In Japan I'm sure there are a lot of guys telling you the limit for a SBC is one thing, when you now know you can go 454CID in that little package (at least here in America you can...)
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What the hell, it's the most recent that I have available:
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I went through ASE certification in MICHIGAN of all places, but having had numberous VW engines apart it always raised questions as to why American OEM's did what they did. When I got exposed to Japanese Engine Guts, it was all over again new...
Growing up under the wing of Big Daddy GM and Ford who donated copious ammounts of engines, cars, whatever to the local Auto Tech programmes at the high schools, I got spoiled. We had guys directly from Champion Spark Plug in Flint come up and give presentations to a high school auto shop class...
And when the more advanced students showed interest in what was going on, the guys were more than willing to take some time to go in depth on their subject expertise...
Really, I think they were cultivating their next generation of field trainers and seminar presenters... but it was all good. The biggest mistake my old high school made was turning the auto shop and machine shop (and likely the wood shop as well) into a computer lab. I personally know of at least three people that came from that program in two years attendance that were taken into GMI, or other 'feeder programs' for the Big Three OEM Representative grooming programs. Yeah, that's roughly 1% of the population that graduated from the school those two years. Had I accepted my apprenticeship to M-B that would have made 4 out of 259 students going directly to OEMs straight out of high school. Over 2% when you consider the guys that went directly to dealerships to work, or on to feeder technician programs. What do those guys do now? Sit behind a computer and get bored stiff waiting to get outside and work on their cars? It's a shame, really it is...
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3.2 IS an ambiguous thought because that is the limit for the block.
All I got to say to that comment is 'who says'?
Having been run around in a 3.3L L-Engine in 1985 in Japan, (and maybe it wasn't a 'real' 3300 cc's, maybe it was a 3268cc motor, or maybe a 3251cc motor...) I'm thinking I want to know the sourcing of the claim that 3.2L is the 'limit for the block'.
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I normally just read and learn on HybridZ but when I built the engine for my old Camaro, I had to gap the piston rings and file some to get the minimum clearance. I don't know if that is necessary on the L series engines but it sounds like a possibility if all your rings broke with no serious problems in the past
-Andy
'73 240Z
When I lived in Japan, my Japanese Friend who was into Mustangs kept quizzing me about things he thought were 'odd' about building the Ford engine...the biggest thing that irked him was the fact that you had to make the rings fit!
He never understood, and always asked me why they weren't like Nissan or Toyota rings that 'fit right out of the box'...
I also couldn't answer another difficult question he had at that time, which was why contentious UAW workers were chanting 'shut em down'---he says 'If the company closes, won't they ALL be out of work? Why do they want to do that?'
This was 1986 when he asked me that question... I couldn't answer it then, still cant! Best I could do in both cases was say 'It's always been that way with them!' American Piston Rings and the UAW, that is!
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Converting a core to water/air is not that difficult and there likely is some efficiency in actually flowing water over the I/C cores to carry away heat into the thermal mass. Then again, putting an external water pump (Like the Bosch Water Pump for the Ford Lightning I/C setup) to a sparger tube under the 'radiator' side of the core and tapping off the bottom of the cooler would probably impart more than enough water flow over the core to make it for all intents and purposes just as efficient an intercooler. Likely with an Air/Air Core at the front of the car to drop some BTU's out first, the one in the water chest will result in more than perfect intercooling, and more than likely make for air considerably cooler than ambient going into the engine. Denisity is your friend!
I have seen an L-Engine setup where the turbo went to an Air/Air up front, and then went through a supplementary Paxton Air/Water unit just before the throttle body. Through the Paxton unit, there was a water wetter/water mix circulated from a 21 Qt Dry Sump Tank mounted near the Right Rear corner of the car. The Dry Sump tank would be filled with water/waterwetter and ice. Air densities (especially on dyno runs) were quite interesting!
F1 cars in the 80's actually used I/C bypass systems to keep the air at a standard density for proper fueling and fuel atomization. On one make, they needed a 130F intake air charge in order to keep their fuel in a light viscous form---any cooler and they would have 'fuel' that acted like sprayed syrup! Stationary engines also use thermal control to the intercoolers to make for consistent air inlet temperatures regardless of ambient variations/fluctuations.
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See i am aiming for a thread that showcases all prices and parts that are of top quality ie. WONT BRAKE IN 30 SECOND ON TRACK! and are the most adaptable/reliable
This is an impossibility, anybody who has spent time on the track knows there is nothing regardless of cost, that can't 'go away' in 30 seconds on the track when you least expect it!
Also...what 'track'---that build which is suitable for a drag engine would never hold up for a 24 hour enduro event or boat service (don't laugh, there are L-Series Boats out there!) And that which is suitable for Weekend AutoX may be too light duty for open track use on longer sessions (like mini batteries and flyweight alternators with poor regulation on a heavy EFI-Dependent System).
I mean, what is your specific application? What is 'good' for you will likely not be for the next guy unless he's doing exactly what you're doing...and what's the chance of that???
Is this basically 'What are the best parts for this type of build?' kind of thread...
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You don't want any sort of bellows style piping on the pump inlet, it causes too much turbulence, and anything picked up off the bottom of the sump in operation could become lodged in the 'pleats' and dislodge later to be carried into the pump.
The Nissan external oil pump modification used A/N Spec -10 medium-pressure hose from the pickup to the pump cover, and bypassed (plugged) the smaller internal gallery. Discharge from the pump also bypassed (again, it was plugged) the internal block passage, and instead went from pump discharge to the oil filter inlet in the side of the block to feed the engine from there. It was up to you to add filters, coolers, etc between the pump, and the block.
Basically, the pickup was almost identical to the stock screen covered unit, but with 15mm tubing in it, which came directly out the side of the oil pan, with the -10 AM Male fitting on it for hookup to the suction hose going to the modified pump cover.
I don't see any reason a -8 Stainless Hardline couldn't be routed similarly externally, though it's I.D. would be slightly less than the -10 flexible. From my understanding of the modification, the big suction line really helped with the flow capability of the stock L-Pump, and I would assume it holds true to other models pumps as well, pumping losses are pumping losses!
Good Luck, hope this was of some help.
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Looks like a visit to Castle AFB to visit my old friend will be in order, thanks a lot for that!
I have officially been outdone as well... That guy in Ohio who has 'pieces of the B36 being used as storage sheds' on his farm is definately got it worse than I do...
I mean, I would love to have the opportunity to bid and buy something like that, just to stick in the back yard and PO the neighbors when I'm 80 (er... or 50...) but MAN! To actually live the dream! TOO cool. That is a definate 'one up': "Yeah, well I got a disassembled Strategic Bomber in my back yard!" LOL
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I want to state, for the record, I did not have any contact in any way, shape, or form with David Carradine while I was in Bangkok last week. That being said...
I think the highpoint was 'Frankenstein' in Death Race 2000. I have that DVD and watch it time and again. As well as some of his later Kill Bill stuff.
I loved the reprise of Caine in the later generation Kung Fu (with Kermit, the guy who drove the Green late model Corvair...)
And the spoof he did of his original Kung Fu Character where he says "I am Caine, I'm here to hurt you....bad!"
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Not from Johor Baru when I have a month of Expenses to turn in, and a flight to catch on Monday to Vietnam, where likely I will have NO internet for a week...and bills to pay!
Maybe when I go on furlough later in the year...maybe!
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Note on the second photo in-car, that it's ECGI...
"ITB-Style" Electronic Fuel Injection in 1973 RAC Rally.
Can you say 'Alpha-N'?
Now I have to go review my FIA papers, to make sure I have the right supplement, I don't recall that optional page. What I have may be incomplete. Thanks Alan!
Regards from Johor Baru, gate way of the Imperial Japanese Army's landing force against Singapore...LOL
Heading to Ho Chi Minh City on Monday...I'm on a Month-Long 'Past Wars Blunder-Tour' at work I guess.
That red car with the LY looks like photos I took at Las Vegas in Y2K. I may have taken a ride in that car...it was stimulating at the Las Vegas Speedway, though my hat got tipped to Toshi Iwaya and his "Midnight Racing" Red S130 (Overboost.Com had an article on it some time back) Nice Manifold on Toshi's Car...
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I put an 80ZX 2+2 engine with 186,000 miles into my Fairlady Z. It now has 225,000+ on it, spun 147 to the rear wheels and runs 15.30 to 15.50 inthe 1/4 mile.
All cylinders have 180 psi of compression.
It uses oil, depending on how I drive, depends on how much I use. Highway driving is less than Auto-X. You can smell it behind the car... Plugs don't foul, it just burns oil without smoke.
"I have others..."
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To determine where the horsepower came from we would need the motor insanity calculation sheet.
NICE TIE IN!
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I'll see if I can meet up with you at the ElMirage meet in November for the season-closer, if I ever return from Asia!
You can put the chest like that, and pack it, you should see if you can take a look at the Liggett setup, or the setup they run on the Sundowner.
For your application it will work fine. You might want the weight a little further backwards, traction will be an issue above 140, even with a puny F/GPRO N/A engine!
(Car #220)
We might have the car back up there by then as well, I've been corresponding with Andy, and we are trying to get our schedules back on synch so we can make some passes and figure out the G/GPRO class once and for all (Got F/GPRO already...)
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Yes, the saturation point is the key. It can condense out if you are injecting enough water to be above the saturation point after intercooling. The same goes with water and humidity, really.
The smaller nozzle is cooling the turbo, as well as widening the performance mapping of the compressor turbine thrugh the state change making the compression process more efficiently.
Really, at about 45C, you would have a very hard time condensing anything back out, you could literally dump liters of alky into the turbo and if it didn't drop below 45C, chances are good it would never condense back out, and the capacity to hold liquids in suspension doubles between 85F and 120F (you convert to "C"...)
Even at 85F, it's still got quite a bit of liquid carrying capacity. Technically, if you are injecting, you should be injecting enough that the air leaving the turbo is a 100% R/H of the liquid being injected. This is the condition where separation would occur if the intercooler was positioned downstream and even a 10C drop in temperature was experienced.
Likely nobody now is dumping that kind of liquid into the inlet due to timing advances, etc... The ammount of anti-detonant injected is a LOT less than in 1979 when most of the books on the subject were written (or were on the market as new, but referencing technology from the 60's...)
Things Change...
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This just showed up in e-mail... and I started laughing immediately!
(Names Changed to Protect the Guilty)
You will see my favorite as you read, but there are a couple of nice Japanglish Translations. No other point, just struck me funny!
Details of Problem
1. Rear side bearing burnt, bearing case bite
Rotor was dropped bite and coil burnt.
Now not rotate by manually.
Coil burnt smell
2. Today, YYZ was removed outside covers
3. They will remove motor from the skid.
4. If motor remove, urgently confirm motor condition by disassembly
In that time somebody present from Mitsubu and motor manufacturer.
5. Urgently need motor insanity calculation sheet.
6. Inform to us motor shaft materials.
7. Inform to us motor manufacturer Tatung Co. Chinese characters.
8. They are worrying the other machine will cause same trouble.
9. Please inform any idea for avoiding this kind of troubles for 1st
and 2nd machines.
If necessary man powers, we will present our engineers,
please let us know how many peoples do you need
. Please inform protection ways of avoiding this kind of troubles.
Now no spare compressors, if broken two unit, we can not
operate several thousand million plant will be totally stopped.
very worry about this points.
He he he, 'Motor Insanity Calculation Sheet'...
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That sucks, as someone once said 'he was knowledgable, but caustic' LOL
I hope my distributor lasts for a while, with DPE gone, I got to go solid state if it goes away now...
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I can see maybe a military FMJ type ammo just slamming right through leaving a .50 hole, but I'd imagine the hydrostatic shock would be huge, with lots of wasted meat, heck, that round was developed to shoot down airplanes!
I've seen an F15 20MM Boresight Accident, pretty much vaporized the guy from the solar plexus on up, arms were 25 feet from the ladder in each direction.
For an Elk...50BMG in FMJ should punch clean on through and if you're aiming slightly back, through the lungs, you don't waste anything really good. Probably wouldn't have to gut much, either... Instead of punching through the shoulder blade and wasting good meat, the caliber lets you take it a bit further back where the only thing damaged would be ribs. I'm not big on ribs, so that's what I'd do.
3.2L twin turbo L28 stroker
in Nissan L6 Forum
Posted
Any 45 minute phone call with LA Sleeve or Darton will open a prospective L-Builders eyes WIDE.
Follow that up with a discussion with Brian Crower, and you likely will never make a concrete statement as 'since 3.2 is the limit' ever again!
This comes from discussion based around "E" displacement Land Speed Racing. The decision to try to make an L Engine legal up to 3.5 L for running in the Production Class, rather than buying another chassis (240 Coupe) to run in "GT" class where an RB30 and G35 engine would be legal was worth the effort.
The torque provided by six cylinder engines makes for some advantages compared to the V8's that run out there. Having torque arms that can pull the next gear makes for a good top speed run. And torque, as you know, is nice on the street as well...
All it takes is a couple of phone calls to knowledgable vendors, and being willing to front the money to have them do their magic...and the sky is the limit.
Like I said above, if you are needing Nissan Metal to run upon---if that's your bag, then you may well limit your options. And in that case the choice of the F54 would seem silly.
But if you are open-minded, and will let the block simply act as a support for some professionally designed liners there is more available than most people think. Spuncast ductile iron can be pretty tough...if they can hold the cylinder pressures of Nitro-Burning NHRA Cars with 'X' wall thickness---who is to say what a normal street engine on gas with 30PSI of boost needs? They can tell you, and it's thinner than what many people think!
To put a point on it, my 'beef' was with someone making a statement like it was a 'fact'---that 3.2 was the 'limit'---period. It's not, and nobody should be saying it is, regardless of the conditions they might place on it when a 'no budget' build is being discussed.