jgkurz

I just read the zcar.com post. If people would spend a little time researching why Tim's car makes the power it does they might have a different response. It's more than an L28 with a GT42R... way more. It's my opinion that no matter what proof, data, video or pictures TimZ or even JeffP provide, some people will always be skeptical. Both TimZ's car and JeffP's car make tremendous power but with different approaches. At no point have I seen Tim or Jeff make this a competition or say one dyno is better than the other. It would be different if they did. We just get to see the individual results of their hard work. How cool is that! I think we are lucky they provide the information about their respective setup's. Unfortunately, if I was Tim, I'd question whether I wanted to be as outspoken in the future which would be a loss to everyone.

Thanks for the responses. I feel more confident in approach. Now I just need to get it welded together....

Hi Everyone, I'm in the middle of a wastegate re-design on My L28. I purchased a Tial 41mm gate that I thought would fit just above the downpipe near the firewall. After receiving the WG and mocking it up I think I need to find another location. I will be using a ported version of the OEM .63 turbine housing with a block-off flange instead of the internal wastegate. I now think I'm going mount the WG under the downpipe between the oil pan and steering link. This will make the discharge pipe from the turbine flange to the wastegate about 12" to 14" rather than the 4" I originally planned. Does a longer pipe have any detrimental affect on the wastegates ability to regulate boost? I will be using 1.5" pipe throughout. Your thoughts are appreciated.

Not necessarily in order but here's my list. A6 Intruder - Ugly but my personal favorite since I spent 4yrs of my life working on them as a US Navy avionics tech. During ANY weather condition this plane could deliver 30 x MK82 500lb bombs, make it back to the carrier and still have fuel left over. Try that Mr. F/A-18!! F-14 Tomcat - All started with TopGun. Can you say AIM54 Phoenix missile. Made dog fights obsolete. ME-109 The reason Germany had air superiority in WWII. ME-262 First production fighter jet. Could have changed WWII outcome. Very cool and top secret in the day B17 Flying Fortress - Takes a beating and keeps on flying...literally P51D Mustang - ME109 killer with legs to protect the bombers. Gotta have the bubble canopy though.. F4 Phantom - Big, heavy and fast. Wild weasel and MIG 21 killer. SR71 Blackbird - Fastest, sleekest ever. Nuff said MIG15/17 - Cheap no nonsense fighter that got the job done without frills. F15 Eagle - Wildly powerful fighter. Insane climb rate. My wife actually got to ride in one... Concord SST - Mach 2+ commuter jet. Who didn't want a ride..? One of my favorite "aircraft places" to visit.: http://www.dm.af.mil/units/amarc.asp Some pics from my recent visit to Seattle Museum of Flight: A6 Intruder in it's last configuration with the A6E Tram FLIR turret Air Force F4. SR71 with rare drone on top Last Concord to fly in 2003

No doubt ZGAD is #1. I think the question is who is #2. I'd put "Turbo Meister" near the top with his new turbo's.

Wow, the tool kit wasn't far off from the HP prediction. Impressive is an understatement but to do it on pump gas is even more remarkable. With a 15% drivetrain loss that puts you at 700HP crank HP. I think that's got to be a new record for street driven L28. BTW, did you get the DynoJet DRF output file from the shop. If you did you can download the Run Viewer and view additional data. You could also change the MPH to RPM if the pickup was connected. Here's the link: http://www.dynojet.com/downloads/software.aspx

Did she beat Hans Stuck? He one of my all time favorite drivers. Check out this amazing drive around "the ring" in an M3 GTR. http://www.youtube.com/watch?v=1q8ZNkhxT04

I didn't know who Sabine was until I watched the video. I'm a fan now...

I'd be happy to convert to DVD, MPEG, AVI, WMV or whatever. Just send me the tape and I'll get it done.

Sweet!!! Electromotive Tec3

Tony D, not to threadjack but now you gotta spill. What's JeffP's HP/TQ at nowadays?

Ok then. Let's bench race and guess what TimZ's car would run in the 1/4 mile. I'd say 10.6 at 135mph with a 1.85 60ft. I think that's faster than James' 240z on NOS...

If you go with the L28D you'd have a crank for your stroker turbo motor later..

Well said! I was more in shock when I saw him bite it. The whole thing went bad when he took his shirt off, lame...

Tim, With ~24psi manifold pressure shouldn't you see the same or higher turbine inlet pressure? Unless I'm reading this wrong you literally have a negative backpressure. Regarding the high EGT's, the only other options besides AFR's and timing I can think of would be to run E85 or install water/methanol injection. This is a stretch but maybe the turbo cam profile is contributing to the higher temps. If the exhaust valve opens too early you might get the symptoms you are experiencing.

At 43.5psi and 85% duty cycle, 55lb injectors will easily support 500HP at the crank. You must be making some serious HP if you needed to go from 55 to 70lb.

Ditto! Hey ZDrifter, Look me up when you get into town. I also live in the original OC.

Hi Justin, I just saw this post and started reading from the top hoping by the bottom you ended up buying it. It's definitely work the $1800.00. Congrats on a quality find.

Phil, Sounds like you are on the right track. I have been very pleased with my Walbro GSL392 inline pump. It's quiet and hasn't missed a beat since I installed it. I've also heard good things about MSD and Bosch pumps. The Aeromotive is probably a quality unit but I don't know anyone running one.

To quote a recent Auxilary post..."googling for picture of barf"... But that's just my opinion....

Now that's cool. Classic lines with a modern drivetrain is my idea of a great hybrid.

Check this one out. http://www.youtube.com/watch?v=vTy_LASO6Mk&NR=1 A lesson in centrifugal force....

Hi Folks, While my car is down for other projects I thought I'd add one more to the list. (isn't that always the case...) My car is a street car but it's really built for track days at Portland International Raceway. Although I like drag racing and autocross, my car really shines on a road race track. When I'm driving the car hard for a short period at high boost my oil temp will get over 200 degrees. I have to ease up or the temps will go well past the my preferred max of 220 degrees. The oil temp is being read at the bottom of the pan so the real temp is probably 10 -20 degrees higher in the engine then what is shown on the gauge. This is all with Mobil1 15w50 synthetic. If I can keep the oil temp at 200 - 210 degrees under hard driving I'd like to drop down to Mobil1 or Valvoline 10w30 synthetic. To solve this problem I'm going to add a quality oil cooler with a thermostat. My question is which type of thermostat? There are two types that I'm interested in. 1) Sandwich plate/ thermostat all-in-one http://www.holley.com/types/Sandwich%20Style%20Oil%20Thermostats.asp and 2) Inline thermostat http://www.perma-cool.com/Catalog/Cat_page14.html Personally I'd prefer the sandwich style since it's a little simpler to install. Does anyone have a comment on their experience or understanding of these two options? Thank you,

The flange is bolted to the turbine housing not welded. If you decide to use the block off flange and get rid of the internal wastegate you really don't need the MSA downpipe, at least in it's original form. With the block off flange you would be better off welding up a custom DP and external wastgate like "Pyro". If you were going through all that trouble I'd also go to a 3" DP. If you decide to go this route, let me know and I'll show you where I got all my parts. However, there is absolutely nothing wrong with staying with the internal WG and MSA pipe. It just boils down to your fabrication skills and horsepower goals. On my car, even though I used a modified internal wastegate and custom 2.5" DP, it still created significant back pressure and reversion problems above 10psi.

I'm going through that exact same project of removing the internal wastegate and adapting an external unit. I think I extracted about as much power from the internal wastegate as possible. I believe my old DP, exhaust and turbine outlet size were causing a major back pressure problem. My .63 Nissan turbine is modified with the wastegate hole ported and a 2.5" turbine wheel. I found a block off flange for the Nissan T3 housing on eBay. It was item # 120071126666. There are plenty of these flanges available but they all seem to be for the Ford style housing instead of the Nissan. Unless I run into a fabrication problem I will be welding up a 3" DP and 1.5" wastegate port to the flange. As a result I'm hoping for quicker turbo spool and more peak power.