jgkurz

Hmmmm, not sure what the issue is. The pics are showing up for me. Look in album labeled S30_L6 Header. It's very tight. For a large turbo the inner fender wall would need to be modified. The simple fix is to have SSAC build the flange closer to the block. Also, I used a T3 turbine for the picture since that's all I had. The header is equipped with T4 flange. If I mounted the T3 on the top two bolts of the T4 flange there would be more clearance from the inner fender wall. The final mount would likely be higher. Picture "S30_L6Header_0020.jpg" should give you the measurements you're looking for. Unfortunately I'm not able to take any more pictures of the S30.

Update: I just uploaded several more pictures to the S30 mock-up album. I was able to bolt up a stock L28ET T3 turbo to the header. The header has a T4 flange so I could only use the bottom two bolts. I would think a T3 flange might bring the turbo up a bit from the location in the photos. Also, it's obvious that in the headers current state, that a larger turbo compressor would require the inner fender wall to be modified or the header flange will need to be modified to be closer to the block. The turbine looks like it would clear. I also bolted up an L28ET intake manifold. Not all the pictures are of professional quality but I tried to get every angle possible. There will be no more pictures taken of the S30. To date, I have no firm options available to photograph the header in an S130. I am willing to keep looking. However, it may take a week or a few months, I don't know for sure. Do you want me to just get the header to SSAC or hold out until I get the S130 pics? I'll do whatever the group decides. http://s362.photobucket.com/albums/oo64/jgkurz/L6%20Turbo%20Header/

Congrats on getting it started. I can't wait to hear how that beast runs!

I don't have pics with a turbo yet. Personally, all I have is a stock L28ET T3 turbo. Is that sufficient? I can't imagine that will be close to what anyone would run. I may have access to a T3/4 hybrid but I'm not sure about availability.

Update: I was able to get some decent photo's of the turbo header in an S30. It was a 75 or 76 280z, not sure which. Follow the below link and you'll see a new sub-album for S30_Turbo Header. I was hoping to get S130 pics also but the car we thought we could use did not have a cross member. I will continue to look for an S130 car for mock-up photo's unless you all want me to just send the header to SSAC ASAP. http://s362.photobucket.com/albums/o...urbo%20Header/ P.S, I want to publicly thank BRAAP and rontyler for their help. I couldn't have doe it without them.

I need one of my MAP sensors to run my EFI. The second MAP sensor is for my boost gauge. Some great idea's here. I need to get busy.....

Thanks everyone for your advice. I'm thinking for a pressure test I could use my Tec3 datalogger. On a stretch of road I could log pressure with the MAP sensor connected to the intake manifold (normal configuration). To test the pressure differential I could plumb the same hose to a location near outlet of the turbo. I would then log pressure a second time on the same stretch of road using the same acceleration and boost. This would likely cause a richer fuel condition since the EFI will think the engine is getting more boost then in reality. I don't view this as an issue. I suppose I could do the same thing with the IAT sensor for measuring temps. I'd just have to weld a bung somewhere in the plumbing before the I/C.

Thanks.... I think. What HP would you have expected? Did you look at my website for the specs? On the dyno I made 454.99rwhp. To get my bhp, I calculated 15% drivetrain loss which is 523hp. I've seen some folks use a more generous % for drivetrain loss. I've always thought 15% was more accurate but I can't say for sure.

I need the inlet and outlet on opposite sides...

Hi All, Back when I was building my car I decided to use an intercooler from an Izusu NPR. It's the large NPR IC and I got it cheap. To date, I have had no complaints as it seems to be working very well. So far I've been able to get about 523 crank HP from my setup. I have no reason to believe the NPR IC is a weak link if I wanted more HP. I can measure my intake temps but that's really the only way I could compare to another IC. What do you think, should I stick with the NPR or is there going to be a noticeable temp drop with a new style IC? Here's what it looks like:

I'm a manual transmission fan but I definitely see the benefits of using a Powerglide for your application. Does it ever get annoying on the street? I assume you have higher a stall converter of some sort.

Wow... you're not kidding. It looks like he pulled the front end up in this video. Sheesh!

No, a T3/4 hybrid uses a T4 compressor and a T3 turbine. A good compromise for the group buy header might be to use this flange that accommodates both a T4 and a T3 turbine. The only downside might be finding enough of these flanges and whether it would be a restriction for the larger T4 turbine. Click Here

Update: I took several pictures and did a more through examination of the header. Below is the link to the photo album. I'll post any updated pics to this location. If anyone wants a specific picture that isn't included just PM me and I'll do my best to add it to the site. As I mentioned in a previous post, I'm happy with the quality of the header. The tubing seems thicker then your typical NA exhaust header. For a turbo application this is good news. The pipes are in good shape except for some minor pitting. The wastegate flange does not fit my Tial F41 wastegate as I had hoped. I will need to fix this. None of this matters much since these are my issues and not necessarily pertinent to the Group buy. Bottom line is the header should be a great template for most L6 applications. The S30 and S130 mock-up should happen Labor day weekend. Once that's completed I'll be ready to ship to SSAC. http://s362.photobucket.com/albums/oo64/jgkurz/L6%20Turbo%20Header/

I'm simply sending my header in to SSAC to be used as a template. It will be up to the folks in this thread and the person organizing the Group Buy to determine options for the Group Buy Header.

Of course. I'll be sending the header to SSAC in it's current condition.

Update: I just got home from being out of town and the header was waiting for me. I did an brief check of everything and it looks good and is in great shape. The welds are sound, build quality is good and no rust issues. I will have the flanges surfaced and have it ceramic coated but other than that it's just about perfect. I will have some initial pics posted this weekend and start arranging time to mock-up on an S30 and S130. Once this phase is complete I will be ready to send to SSAC. On a side note, this header has a T4 flange. The plan was to use a Garrett GT35R with a .63 A/R turbine housing. That should be good for about 600bhp. JeffP has demonstrated that this HP is attainable with the better spooling .63 turbine. Unfortunately the turbine on the GT35R is a T3 flange. I called Precision Turbo this morning and they have a v-band turbine for the GT35R that uses a T4 flange and is a .68 A/R turbine. This might be a good way to go if I don't want to re-weld a T3 flange. I bought the header for $800.00. As I understand it, the current agreement is that SSAC will pay for shipping and half the cost of the header. I will also ask that the shipments to and from be insured. I'm not sure how funds would be exchanged yet so that will need to be determined before I send to SSAC. As the agreement stands I don't see a need for reimbursement funds from HybridZ. My cost will be 400.00 plus time and expense for S30 and S130 mock-up. This seems fair unless some unforeseen expenses come up. I don't expect to get a free header out of this deal. I just expect to pay the same as the group buy or at least in the ball park.

No. At a minimum, you will need buy or fabricate new intake and exhaust plumbing. That is the short answer. Please let us know if you have specific questions.

Update: Fedex shows an estimated delivery of 8/16. I will be out of town most of next week but will try and post a summary of the headers overall condition with pictures by Sunday 8/24.

Hi Bryan, Great looking tank! Did you get it installed and working? If so I would enjoy seeing pictures of the plumbing. Thanks in advance.

Great info Tim. I would definitely go 150lb injectors if I could still idle and pass emissions on gas. I use the DSM style RC injectors now. The largest RC makes in that style is 104 LBS / HR @ 43.5 PSI. I will need to modify my fuel rail and possibly my intake manifold if I go to another style. Interesting point on the pump failures. I never thought about having my tank coated. Two smaller pumps rather then a single huge pump also has it's advantages. Running a single -10 would be too big now that I think of it. Do you have a picture of your modified tank outlet?

I do plan on putting in larger injectors but if I'm going to make the investment I might as well go E85 capable. Today, at peak power, I'm at about 95% duty cycle. That works for a quick dyno pull or the drag strip but not for any type of sustained power. I would like to be no higher than 80% at peak power so the injectors stay nice a cool and are well under saturation. For E85 I will likely buy 1200cc/min injectors and go full sequential injection instead of batch-fire. If get the parts necessary to run E85 I will also keep my ability to run gasoline. Idling on gas will obviously be an issue to work through. No, I didn't buy a roll bar. I have a custom design in mind but haven't had the time to pursue it further. On a side note, if I buy a bigger EFI pump and go -10 on all my fuel line will I still be limited by the pump inlet size on my fuel tank? I don't want to go to a fuel cell. Maybe the OEM tank can be modified with a larger outlet? Later,

Hi Folks, I decided to verify that my EFI pump was still up to the task and wanted to share the results. I use a Walbro 255lph pump model GSL392. I found the attached flow chart and determined I'm still in the safe envelope, but just barely. Using the calculator on the bottom of this page (http://www.rceng.com/technical.aspx) I determined that my car will require 52.33 lb/hr (550 cc/min) of fuel flow for each injector. I then converted 52.33 lb/hr to GPH which is 8.72 then multiplied by 6 for each cyl. My peak pressure would be 43.5 base + 26psi boost = 69.5 psi. If all this math is correct, my total flow needed at 524bhp would be 52.32 GPH @ 70psi. I'm not too worried about amp draw since I have a faily robust 140amp alternator and battery. According to the chart I'm still within spec of my pump. Whew….! I did learn that I'm maxed out on my fuel filter, injectors, pump and turbo... -John

Not me but it's close to Bonneville Salt Flats which I think is meca for gearheads. Are you going to Hill AFB?

My 3" exhaust will hit if I have the struts on soft and have a second person in the car. Rarely hits with just me in the car. BTW, I weigh in at a piggesh 3050lbs.