Tony D
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Posts posted by Tony D
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Says "locked LSD", does that mean it's shimmed tight, or modified as a locker?
Or is it the seller calling a welded and locked differential a "Locked LSD"?
Questions I would ask before I bid.
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Thankfully you didn't call that VW system "new"! My Suzuki Alto had that back in the 80's!
I think several JDM Toyotas have used that style of compound supercharging, too.
No, that's not what is being discussed, it's a turbocharger only system that continually has boost on it.
Thing is, with the proper VNT turbo you could actually be on boost at idle! Muahahaha!
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Moly REALLLY decreases the turning friction, I have seen people literally spin the threads out of quality nuts and studs by trying to torque them to "dry" specifications.
Our equipment (at work) has very distinct Dry and Lubed torque, and with Molykote we decrease the torque SIGNIFICANTLY even compared to the normal ISO VG68 turbine oil lubed stuff.
I watched a guy in Taiwan pull the threads out of a $250 impeller nut after Molykoting the impeller stud, and then torquing it to the "Dry" specifications. The instructions specified "C5A Antiseize Compound By Permatex" and he substituted Molykote instead. OOPS! Just what I wanted to do, sit around Taipei and gain weight! LOL
Beware on the Molykote, it makes stuff REEEEEEEEEEEEEALLY Slippery!
Good Luck...
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Oh VLC Does it for sure!
I am more determined to get the full download now, this IS the same as the battered old VHS I got! When that first opening sequence ran, I KNEW it was the same one I have been telling people about for years! The junkyard scene SOOOO Closely follows how I picked up my racing Fairlady when I was in Japan, it's spooky!
My kid was sitting next to me watching it, and when he saw the engine, he said "dad, you have that same box on your ca-----dad, did you see this before?"
Uh, no, son, this is how we lived it in the old days!
This is just after the debut of the Z32 300ZX in 89, By summer it was the Z to have, and the night fighters were already showing up under the freeways with them. MAN that is so close to what I did every night, hanging out under the freeways and watching all the killer cars come out to play. How I stayed awake at work the next day is beyond me.
Now I only have the first 20 minutes, cuts off just when they are coming up on theback of the flatbed in the tunnel---before "the good stuff" while he's still getting the sorting of the car done, and learning the driving technique...
Oh MAAAAN! I got two other people who will kill to see this. And one is only on Dialup. Poor Bastard! LOL
Oh, and on a happy note, that sendspace site had all those data recovery sites and services listed, got all those numbers and got quotes coming for the recovery of the data from the portable hard drive that I dropped back in August. Coool, photos and my GTR service manual! Now it's only a question of "how much"? Both how much can they recover, and how much will it cost.LOL
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ooh, I got the PDF, THANKS!
This will cause some consternation amongst those I was stationed with there!
muahahaha!
Still on to try late this evening. I will wait till all you guys stop trying...LOL
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NOTE: The stock turbo motor uses a spring check valve on the intake manifold to "simulate" a recirc-valve.
I would not say it "simulates" a recirc valve---it's function does NOT return the air to prespin the turbine as a "recirc" valve would.
Compressor Bypass Valve is actually the proper item to install, one that lifts and bypasses intake air around the turbine during vacuum events and lets the turbo spool while being bypassed.
But I digress.
The "Stock" valve IS a blowoff valve. It's design is such that at a given pressure differential the valve OPENS venting pressurized air to vent to a low pressure area, keeping high pressure air from slowing the turbo on lift-throttle.
At the SAME time it also does some things with preventing a vacuum spike in the intak manifold, decreasing oil consumption during spirited driving.
BECAUSE it vents to the manifold, the valve can be FAR smaller than the conventional atmospheric blowoff as the extremely high vacuum really helps that valve relieve pressure on initial drop throttle. The pressure differential at stock boost levels is over 14psi!
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There was no 05L head on the early 70's Skyline, they were all E30's or variants thereto to 1975 or thereabouts.
Why in the world would you want a small valve early head anyway? Definately not for flow! And if memory serves, the 05L was a Turbo Head off the early 80's vehicles that had the L20ET---meaning almost no market for it outside a collector with another 05L head he needs to replace!
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Ive gotten up to 210mb downloaded before something stops it. Tried twice now.
I am just trying to find what I need to have to play it when I finally get it complete. I thought the download would pick up where it left off, but NOOOOOooo! First time 138mb, second time 210 mb, hell, that would be 54% complete if it was consecutive....
BAH, maybe third time's a charm when I log in tonight around 1AM... I want this file....
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I got 138Mb of it, what playere are you guys using to play it?
It is an .avi file, and Media Player or QT doesn't seem to be able to play it.
AAAAARGH! What gives, I wasnt to watch without VHS snow!
Do I have to rip this to a DVD or CD and then play it in my DVD? Whatever, someone let me know where the codec is listed so I can see what came down thusfar!
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"Most factory turbo cars didn't come with BOVs for the fact that the drivers would have been worried about "that sound.""
Oh gawd! Where do I start?
In the DARK AGES things dien't have a BOV, then again they were draw-through carburettors and had no wastegates, either...
Porsche Turbos have had a BOV almost from DAY ONE on production vehicles. There is the right way, and then the other way. You really didn't hear Porsche Turbos making "Ricer Flushes" back in 1979 did you? NO, because they properly plumbed the thing and engineered it for proper street manners befitting a car that costs more than a house.
Check out the Bentley Turbo R....
And to top it all off regarding "that sound": You don't hear it on the STOCK ZXT, with it's STOCK BOV, so what is the deal!
Not installing a BOV in an OEM application was simply a function of the level of the vehicles market demographic, and the stage of engineering development of the system design. Today, with proper engineering, you find MOST are made WITH a BOV of some sort, and from the 80's on, most not catering to low-cost markets had them.
Low Boost, low cost vehicles are an exception, not the rule...no matter how many are produced.
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Electromotive's Control Scenario allowed a blend between a MAP signal and the TPS to allow for low speed drivability with unstable signals. Even with fairly big cams and ITB's, the MS usually is easily dampened with a fuel filter in line with the MAP sensor for some capacitance. This of course causes some lag in response, but we are talking on the range of Microseconds because of the relatively strong signals an ITB will produce.
Where Alpha-N comes in is with single TB's and verrrry low manifold vacuum availability. Then you have no resolution between the vacuum you have at idle, and the vacuum you have at 80% of throttle opening. This is particularly an animal bred of port fuel injection!!! Before, these same engines wouldn't IDLE below say 2200 rpms, but now with port fuel injection supplying atomized fuel to the back of the valve head, velocity at idle in the engine is almost irrelevant---velocity sufficient to transport fuel mixture, that is! Our L28 wouldn't idle below 2200rpms with a single four barrel on it (shaddap, already!), idled at 1700 with Triple Weber 45DCOE's, and then idles as low as 450rpm with TWM 45mm ITB's!
Not having to transport fuel in the airstream lets you use a FAR larger cam than ever was possible for a street car even 20 years ago. And that gives you no vacuum. So for resolution, you either use Alpha-N, or like Moby said, meter actual airflow through the engine with a MAF, and fuel accordingly.
I would not go Alpha-N, it's far too coarse. For that I would go with a MAF---especially on a street car.
If you are racing, however, Alpha-N may be an option, as you only really care about WOT and higher RPM operation, with an idle quality that "just keeps it from stalling". My bet is that your lap times would be slower than a properly mapped out MAF system, though. Having to drive WOT and not having tip in transition power makes for a particularly ham-handed way to barge around the track. John Concialadi at AEM would always say "I can pick you up three seconds on the track per lap with proper midrange fuel delivery", and generally, what John says, John can deliver!
I digress! LOL
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All covered on the ARP Website, or in the instructions that came with the studs. They are specific about the lubes to use, and installation methodology.
As for coolant passages, on the L-Motor, no they don't pass through any passages. I usually paint the studs with Glyptal oustide of the threaded portion and let them dry thoroughly before installation. No corrosion possibilities that way should a head gasket let go around water jacket, or from condensation inside the holes form shutdown...whatever. I paint everything anyway. I'm diseased! LOL
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Curiously, if you figure the VE at 80%, you end up with a twin 46mm throttle body fromthose calculations. (58mmX80%=46mm)
Hmmm, what size were the stock SU's? 46mm?
I guess the engineers knew what they were doing.
BTW, putting twin stock throttle bodies on the SU manifolds is a very easy thing to do, just some angular milling on the bolt holes to let the SU studs fit the back of the T/B...
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HEY! I'm downloading, who jumped on and started downloading---that you GTR-240Z? Someone cut my bandwidth from 100KBPS to 50KBPS!
I should have posted beforehand... DRATS, now it's tied up for 2 hours....
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I would disagree that lack of throttle response and lag are the same thing. Lag is a time based phenomenon form application of full throttle to onset of full boost. If driven CORRECTLY a turbo car of modern design will NOT exhibit any noticable lag.
But to the question of "how"...
You use a turbine that will spool the compressor section at a very low rpm. Oversize your wastegate. Use a computer to control it that senses rate of change on throttle position to positively close wastegate (derivative action) to prespool the turbine (udersized remember). At the SAME TIME, you have another blowoff valve controlled via solenoid to control plenum pressure to whatever the minimum flow of the compressor should be.
This is similar to industrial turbocompressors. If you have a VNT turbo, this would be EXCEEDINGLY easy to overfeed the plenum at even idle. You wimply blow off excess boost from the plenum so the compressor doesn't have necessarily a lot of PRESSURE at idle, but TONS of flow. Thie results in an IMMEDIATE pressure response, as you use the same throttle position rate of change derivative action to control the plenum blowoff valve. All that flow translates into pressure when you slam the blowoff shut!
I hope that all makes sense. From a control standpoint it's pretty easy to understand.
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I can tell you firsthand that with Ms you can build 12psi of boost at 1200rpms using their rev limiter function...
You can also burn down the turbo doing so....
I have no "lag" problem, but use the right word, as "lag" is the TIME difference between full throttle application and the onset of FULL Boost Level.
The "boost threshold" is the mimimum RPM the engine must be operating at to MAKE FULL BOOST.
They are TWO DIFFERENT THINGS.
One is Time-Based ONLY.
One is RPM-Based ONLY.
TIME=LAG
RPM=THRESHOLD
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Mole weight...
AAAAAAAAAAAAAAAAAAAAAAAAAHHHHHHHHHHHH!
"Moley Moley Moley!"
"Moooooole!"
Couldn't help myself...
I digress...
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My time in first gear was less than 2 seconds from a dead stop and hit redline, second gear was 3 or so seconds (again to redline) and then third was again on full boost as I hit the gas. I never dipped below 17psi unless I was drop-throttled.
The exhaust I was running was a mandrel bent 2.5" out of the stock turbo housing, into a merge that split to twin 50mm pipes. Technically this should flow equivalent to a 2.76" single, so it would seem I am more restricted than you are currently!
I would look to loose wastegate and the tuning, that is the only thing I can think of, with the .63 I was slightly slower to spool initially, and threshold went up from 1500 1700 to 2200 or thereabouts. But once on the cook above that point, if I floor it, it jumped to full (17psi) in a rapid sweep, you cant even get "onethousand" out of your mouth starting when you hit the gas before it was at full boost.
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My lag in first gear was 3900, 2nd, 3300, 3rd 2700, 4th 2500.
YAAAAAAAARRRRGGHGHGHGGGG!
That is BOOST THRESHOLD, not LAG!
AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAH!
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Simple, it's similar to the CART Systems (similar, dammit, SIMILAR!). The GTR has always had ITB's and that plenum has a soft blowoff. If they modulate the plenum bleedoff, keeping the turbo spooled via a separate wastegate you end up with positive boost turbocompressor system. The plenum bleeds off to a minimum flow line based on the surge characteristics of the wheel/turbine, and the most negative pressure you will have is on total drop throttle--and that volume is probably only about 43CC per runner between the throttle plate and the back of the valve (being as close to the head as the ITB's are!).
Is this a conspiracy? Someone recently hammered the idea of ITB's in turbocharged service, and "saw no reason for them but bling factor"---he obviously never heard of a positive boost turbo system---but such is par for the course for that site...
Follow, Amigo?
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1,000 Apologies! I got blindsided by work, and have been running since I returned. I saved your phone number in my celphone so I can call you to check when it's scheduled to be back.
I will be following JeffP when he takes his car down to Clark for final tuning in ElCajon at Jim Wolf, so I should be in the area, Jeff wants to make id down there next week, so I'm hoping it will all work out when your unit returns.
I haven't even gotten my rental backhoe to dig my drainage ditch---rain is COMING SOON and I GOT to do that!
I just found my stimulator and extra boxes, so we are good on that point! LOL
up at 0430 tomorrow to be in Thousand Oaks by 7... BAH!
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Come on guys, it's just a cartoon!!!
Uh, NO IT'S NOT!
The "cartoon" you deride is an ANIMATION OF A REAL LIFE SEQUENCE shot on the Tokyo Freeway System in the mid 1980's.
Originally the series was "in the flesh" but later went to Anime after the Magan Popularized it in that format.
I have the same sequence on old VHS, and THE CAR IS REAL. I have SEEN IT RUN!
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BTW, my T3 pumping through triple mikuinis would go from 0 to 17psi in an eyeblink with the .43 housing on it at any speed above 1500rpm, with a choke at 5500rpm.
When I changed to a .63 A/R turbine housing, the runup to 15psi would take about the same time, less than 1/4 second at 3000rpms, probably 1/2 at 2500. It was considerably slower than when the smaller JDM housing was on there.
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well MY T3 has lag. In any gear, if I hold the rpm at 3000rpm, just cruising hold that RPM steady, then floor it instantly, it takes around 1.5 to 2 full seconds before my turbo spools to 13-14psi where I have it set. Yes I've actually sat there with a stopwatch and timed it. Two... full.... seconds.
That is exceedingly easy to answer: you have an improperly sized compressor section operating outside the design parameters!
JeffP's engine will go from 0 to 23psi in an eyeblink at 3000rpms using his last scroll compressor combintaion. 2500 actually....
With the new compressor there is a 500rpm higher threshold, so if he nails it at 2500 now, the car gets bost, but not full boost till 3500. If he nails it at 3500rpm, though, it goes from 0 to 25 instantly, just like before.
You simply have a turbo combination working so far outside the proper operating range, with so much volume to fill and such a small compressor filling it, it takes forever.
You really need to come down to Orange County and go for a ride in Jeff's Car! When you size it correctly, turbos are savagely efficient and responsive!
280zx Short throw Shifter?
in Drivetrain
Posted
Bah! I have a five speed from an 83 N/A Zx taken apart on the back porch right now (long ear) along with a four speed from a 74 260Z. Aside from the 260 having much beefier steel shift forks and the ZX having cheap diecast units they look identical. I will measure the shift fork throws tomorrow morning, and try to measure the total throw of the socketed part inside the shift extension.
The five speed is a throwaway, so I can drill a hole in the end and measure with my digital dial caliper for some accurate information.
This is what I was getting at earlier: if we know the throw on the shift fork, and we know the height from the ball centre to pivot point, as well as shift lever legnth above the pivot cnter, we can EASILY calculate by either drawing it out, or doing the triangle equations for the actual arc required for different combinations.
If it wasn't 930 already, I'd do it tonight!
And before anyone asks, because the bellhousings were removed to be machined for the KA24 countershaft bearing and shift rod diameters for conversions of 240SX trannies.
Wait with bacon breath, guys, the measurements from early four speed and late five speed are coming in about 12 hours. I have an early five speed intact in the back shed, and can measure that one if it looks different when I do a cursory test after measuring the first two.
This is what it's about, don't get mad! Lets get it all out there and look for the EMPIRICAL evidence (like some above have helped with) down for others to separate the world of subjective opinion, engineering facts, and outright B.S. spewed by some.
Everybody wins!