Tony D
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Posts posted by Tony D
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Tightening of NPT Fittings is done regardless of what they are on---it's all the same.
Weight should be supported properly, but given the weight of an FPR we are talking nothing in comparison with the cross-sectional size of the fitting and it's weight-carrying capacity.
The problem with leaks on NPT's are dirty fittings, overtightening, and improper use of sealants (or a combination of any of them!)
PTFE Tape when improperly applied (and in some cases even properly applied) can and will contaminate a system. There is good reason for it's prohibition on critical systems.
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How much gas was in the tank. 5 gallons can heat up recirculating from the tank in that time, and make it go lean. Been there, seen it on the dyno firsthand.
Remember full recirculation to the tank is NOT the normal situation for these cars. Most of the fuel goes to the injectors with the FPR recirculating very little to the tank at any time other than Idle.
It's one of the engineering rationales for the Fuel Pump Modulator on the turbo cars. Less pump speed at idle, means quieter operation, and less fuel coming back to a tank from a hot, turbocharged engine compartment! -
W24, not "N"! Clear as day to me.
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I was able to jump the car and do various Dukes of Hazard Stunts in it with no turbine and no compressor in the housing!
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The GT35R JeffP is running is on a Euro Manifold, with the standard spacer. Most of the information is on his Anglefire Site. The Spool he gets is at 3200 like clockwork, but falls flat at 17psi around 7200, and around 6800 at 21 or 25psi. Meaning his engine is stonewalling the GT35R. He hopes the New X will solve that issue... I have sent on TimZ's last dyno sheet showing that 7,800 rpm power peak as a 'told you!' to show he should have made that run at 8psi right off the bat like I suggested to be able to know where his cam peaked.
The car makes 2-3psi boost WOT almost anywhere below the 3,200, and then goes balls on at that point to whatever he's set the controller to--anywhere from 17-25 we've done runs...it just flattens out on the top end because the turbo runs out of airflow.
He had the SFP header...and junked it for the documented reasons you can find elswhere at this site. The revelation to him that the Nissan manifolds were cast steel and not iron, and could be welded got him to grinding the mating area to port-match his exhaust in the head, and then mount the turbo on a cast iron manifold with a pipe welded into it for a TIAL wastegate (he goes into specifics on what size on his website...something about a 42mm flowing less than the 35mm because of the design application.)
So it appears the useable rpm range is 3,200-7XXX on the GT35R on JeffP's setup. The hope is that the GT35X will allow those 17psi runs to 7,800 or so... The cam itself does not 'come on' until 3,500 and at 4,500 the torque is massive. Third gear in the ZXT is running 70mph at 3,250, and when you go WOT the boost is instant. If you can hook, there's a little Quaife Compensation as it will torque steer you from the back one lane or the other and you have to counteract that to keep going straight and in 3.7 seconds you're passing California Impound and Incarceration speeds in time to shift into fourth and ask the lord for clear lanes and no swervers!
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I've known about the car for about 15 or 20 years.
"Fat old White Dude Knowledge" -- the kids think things "just happen, that lucky bastard!"
Nope, it's "FOWDK" at work!
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Indeed.
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Woot!
Julia says still no box in the office...
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I'm saying...should work have me land on North Island, or anywhere in NZ for anything...
I will not leave until I've seen it.
Job be damned, there are things greater than any job...
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Off road racers used those. You can find them on buggies running 44IDF's I forget...something about the amplification signal provided by the booster and when it takes effect.
"Shift, Ctrl, Arrow Up, up, up..."
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Yes MS has Alpha-N incorporated. It's a choice on the setup screens. Alpha-N vs Speed Density.
Really unless you have very LOW manifold vacuum from a big cam, Alpha-N should not be necessary. Electromotive came out with PAFZZBLEND programming on the TEC2 back in the 90's that allows a big cam engine with ITB's to idle and move off progression on Alpha-N and as MAP resolution stabilizes at higher RPM's it "blended" the signals until the engine was on straight Speed-Density MAP based fueling.
I believe MS has this feature now as well.
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To run the ZXT with a turbo that is seized..you:
1) Remove the turbo.
2) pull the rotating assembly out.
3) tap the center section for plugs, and lug cold and hot side.
4) reinstall everything
5) use a vice grips to crimp the oil feed line under the intake where it's virtually invisible.
This will render it as driveable as any NA ZX, to the point where someone will spend hours flogging it through a ditch with his bro-in-law in the passengers seat saying "it seems fine to me" while you are cursing, swearing, and repeating "THIS SOB IS NOT MAKING BOOST! It's way down on power!!! DAMNIT!!!"
A SNAPPED off compressor wheel can "pinwheel" and return some drive ability.
A SEIZED one will choke performance to a noticeable extent.
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At 2.5 pressure ratio it develops approximately 10% more lb/min than the GT35r. 10% is quite a bit when you consider the key to hp with a turbo is air flow (not psi).
^^^ Fat old white dude leans back and smiles, thinking "someone got it, maybe there is hope for the world yet!"^^^
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A antique VG30E (non turbo) has the same hp/liter as a LS1...and the euro spec VG30E (non turbo) has more hp/liter. Hows that make you feel?
OK, so the VG is 3.0 Liters
The LS1 is 5.7 Liters? 5.4?
So that means, for less effort, you can bolt in at LEAST 1.8X the horsepower...
What was the point here again? Was this supposed to somehow justify the VG swap? I think that went in the "con" column, D'OH!
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It's all about power to weight, a decent LSx will piss all over a VG30E in that test. And not lose out in compactness either, another important consideration here.
Without NISMO heads the VG is a dog, unfortunately. The limitations imposed by it's design just stop development dead, valve lift and size, inlet capacity, all the elements required of a high power engine just can't be attained without NISMO heads as a starting point.
Oh, I would get SO pilloried as Satan Incarnate at "another site" for speaking that truth!
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LD28 Oil Cooler Works Nicely, and is an "integrated look" type of accessory without a lot of Bodged Up looking hoses and crap all over. Very sanitary.
Photos lurk here on the site.
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ARE Dry Sump Pans Fit.
But you need the Dry Sump Setup to go with it!
$$$
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Oh hell, it's cross posted...
I was wondering where the hell my replies had gone for a second there!
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Bummer, the Police Package 360's were a hoot.
Those 125HP smog engines are similar to the 305/350 smog engines from Chevy...low compression and gutless...
But that makes for SUCH a nice turbo swap. Too bad, I think even without the 360, that low boost turbo would have really surprised you in how fun it made the car to drive!
Brake Torqued on-boost launches are always a hoot!
Bummer!
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Ron Carter is the man to talk to.
^^^^^^Ron is The Man!^^^^^^
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A quick cruise of eBay will reveal plenty of Holley-Compatible EFI Air Doors and V8 EMS Systems that utilize modern crank fire ignition technology to update the AMC304 to EFI.
Cheaply.
The EMS doesn't care if it's on a Chevy or a Borgward... It cares about sensor inputs and etc.
Putting a low boost turbo system on the 304 will have you easily at 450hp all day long with no structural work on something that you know runs and works. If the 360fits, maybe it's more parts compatible...
If you are looking at turbo JZ, think about cast off SBC parts and some minimal fab work to fit it to that "Kansas Scarab" a low boost V8 is a hoot, and if EFI, all the better.
Personally, I'd stick with the proven working combination and tweak/develop it to the next level.
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Those are not "Big", and depending on your altitude the GT42 may indeed be a requirement to get necessary airflow.
Frankly, the GT35R runs out of air around 650hp and it's frustrating as hell to have spent that kind of money only to find out, in fact it's too SMALL!
The "X" variant should be marginally acceptable (I hope!)
See above referenced page regarding GT35 fitment.
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You mean "Polycarbonate"? Acrylic Lucite "Plexiglass" is all the same thing.
Polycarbonate is the breakage-resistant stuff.
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We worked the event on Friday and Saturday. We didn't start drinking until after the heats. About 3 PM on Friday, and 9 PM on Saturday. Not 48 hours...more like 16 and that would be stretching it...I would estimate it was 10 to 12 per hour for me. Like I said, they were small...like 330's. It was Sunday morning while the guys were packing it all out we came looking for a few more before the started striking the hospitality tent as the guy in there just kept drawing if we were in there...
Can't get a smooth idle with homemade ITBs
in Fuel Delivery
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That MAP-Angle feature seems like a very useful tool. I would think with that, Alpha-N would almost be un-necessary on most mildly-cammed engines.
Alpha N is for when you have no resolution. Like 4-7" of manifold vacuum at your idle speed. It just becomes impossible to get a smooth transition as your MAP goes from 78-80 to 100 when you sneeze on the pedal.
Having the "spikes" is more from mild cams with good vacuum. That is where that MAP angle would filter the signal quite a bit, and allow fast-response without the filters or restriction in the MAP line as usually done to mitigate 'spikiness'...