PalmettoZ

Hey- I can give you some input, to try to help you. First off, welcome to the site. I know what will come next from some of the older guys will be the request that you search this forum on the supra injectors question you have. There is a sticky I think that lists different injectors and their compatability. There is a ton of info on this site, quite a bit has already been discussed. As far as the 440cc injectors from the Supra engine, they are not really a good choice for your engine, since they are designed for a 4 valve engine. This means that the spray pattern is not conical in shape, but rather it splits into 2 different cone shapes that go off in a wider angle for the 2 intake valves of the Toyota motor. If you put these into a regular 2 valve head, this will result in the spray pattern going against the side of the intake instead of aiming at the valve. Flow wise they are large, and if you don't have an engine that is producing at least 400hp, your putting in too much fuel. There is a formula available that computes your flow need for an injector in regards to HP, you need to use this to calculate the size of injector you require for your engine. Also the stock ECU is programmed for a much smaller injector, so the injector opening time at idle will be too long and produce a very rich idle. I think that most of the guys here that are pushing the big HP numbers on their Z's are running programable ECU's. So search the forums and google as well, You will probably get a clearer picture what to do. Scott

I have recently installed a MS II ECU in my Z and am using Tuner Studio to run it. The motor that I have is a 3.1L stroker that has a fairly large Isky camshaft with .535" lift and 305 degrees duration. Torque peak is around 3600 rpm on the Dyno. Default settings on the program suggest a 50/50 % in regards to the TPS vs Vacume, and I am wondering if this is a good idea for this type of cam. Should I be setting it more towards the Vacume driving the enrichment with such a large cam instead of TPS? Wanted input since I don't see any difference when I change the settings to 40% TPS. Also the motor is stumbling from 1700 thru 2800 rpm in low load driving, (feels just like a lean stumble) although the O2 sensor says that it is running around 11. I tried leaning it out but the situation gets worse. Thanks Scott

Thats a quote from the movie "Snatch"! I love that movie, one of my favorites. Especially the scene where the guy is trying to back up the jag and runs into the truck behind him.

Your second photo has a Z motor with triples and a really nice nitrous set-up. Is that yours? Has it been on a dyno and if so what did it put out? Looks like a serious engine setup.

Question for experienced engine builders. I am assemblying my bored out (to 89mm) L28 block with KA24E 2.8cc dish pistons and 133mm L24 rods. I machined the top of the piston down to the flat section of the dish, effectively facing about 1mm off the them to keep them flush with the top of the block. I noted the notch on the tops of the pistons and transfered this notch to the newly machined area at the top after machining. I then cut eyebrows in the tops with a large end mill for valve clearance for both intake and exhaust at 17 degrees for the large cam that I have, an Isky 305 degree .535" lift. I oriented the eyebrows correctly with the notch facing foward on all of the pistons except for the last one (too big of a hurry to get it done). I can't turn this piston around to get the notch to the front and want to just assemble it anyway the way it is and let it go. I know that the notch is so that the offset wristpin all go in the same direction. Has anyone assembled an engine without following this orientation and had problems? I don't plan on racing the engine on a track consistenly, just a weekend driver with occasional runs up to 7000 RPM or so having fun.

Hey Konish- I still have a few of the spacers available, both 1/4" and 1/2" thick. I would need to double check how many that I have. They work great, I have them on my car now and use 40mm Mikuni carbs. I will sell them for 10.00 each if your interested and can ship to an APO. You can view them in my cardomain link here below.

Your so wrong on that statement. If that were the case then why manufacture injectors that spray differently. How the injector sprays makes a big difference in performance. The Supra injector can work here but it is the wrong type for the application.

What doesn't matter? I'm missing your point.

This is what I was refering to with the split spray pattern of the Supra injector.

Hey softtopz- Isn't the Supra injector designed for a 4 valve head, which means that the spray pattern will be split spraying towards each intake valve ? This means that the way the Supra injector shown in your photo will have the spray going towards the sides of the hole the injector is sitting in.

Hey Proxlamus- I think the main point behind the questions that the FAA is trying to make here is that you realize that there will be a difference from the normal selection and the alternate, and to be familure with that difference before you get into a situation where you need to use the alternate source. For what its worth, I would concentrate on why there is a difference, especially on any alternate or emergency procedure. By the way, I have an A@P license and a flight engineer license for 727 and 747 with thousands of flying hours. Had many a checkride and still turn wrenches in the Air Force reserves on the C17. 4908 They want you to realize that switching the sources produces this slight climb in vertical speed momentarily. although the plane is not actually climbing. Key word being mometarily since there is a slight difference in pressure until it equalizes. 4903 They want you to realize that there will be a difference showing on the altimeter because you now have a different source giving information going to it. Again, depending on how tight the cabin, or if a window is open or any airflow is coming in will determine that difference. Maybe this photo will help some. Hopefully I have not confused you more. Also for what its worth, on a large jet where both the pilot and co-pilot both have altimeters, airspeed, and rate of climb indicators there is almost always a slight difference between the two sides. This is because of the fact that there is set of pitot tubes and static ports on both left and right sides of the aircraft.

Hey Waddie- Air pressure outside of the cabin in an upressurized aircraft is the same as the inside pressure, it is not higher. BUT it is influenced by opening a ram air valve or window for example by creating a lower pressure. Also the altimeter gets its NORMAL input from the static port, not from the pitot tube. The airspeed indicator gets its input from both the Pitot tube and the static port. The ATLERNATE position of the altimeter gets it input from inside the cabin, which is why if ram air or a window is open it will cause it to vary slightly from the NORMAL reading. Vertical airspeed also only uses static pressure to give indication of the rate of change in altitude in Feet Per Minute. It does not use pitot input.

Yes, they are smaller discs in the front. But the calipers are dual piston in the front and single piston in the rear for the stage IV. I have his set up on my car now.

Is the fuel pump running when you turn the key on ?

Hey- Do you have a Mallory part number for this distributor? Thanks-

Hey- I have the same KA24 pistons and L24 rods for my stroker motor. Just don't use the piston pin clips together with the L24 rods. The L24 piston pin hole is a press fit and will hold the pin in the piston fine. Another option is to install bronze bushings in the L24 rod and drill a oil hole to lube it. Then you would just assemble it like you would the KA24 piston / rod set-up.

Hey Thustnut- Thanks for the correction, I said H model but your correct, its a J model. Thats the one I was refering to actually. I saw them out in the desert this past summer when I was deployed to Qatar for 4 months. Those props look wicked curved at an angle like that. I was wondering what airplane that was in your signature, I didn't recognize it. Overpowered is always good I say. Did you build it yourself?

I think it's great that it catches your attention. You don't even see the duo prop planes anymore, they are very rare. If you ever have a chance to go to the airshow in Oshkosh Wisconsin, or Sun and Fun down in Lakeland Florida you can see all of this and tons more. Extremely interesting stuff if your a gearhead. You might even want to build your own kitplane after going to one of these.

A prop airplane can fly much lower and slower ( which makes it harder for anti-aircraft guns to shoot it down, the plane is on top on them before they have a chance to react ). It also normally can accelarate from a slow speed faster than a jet engine or turbo fan (basically a jet engine driving a fan section which provides about 70% of the thrust). They also normally are straight wing aircraft (which gives them better low speed manuverability) whereas most jet (or turbo fan) aircraft are swept wing, which is a much faster design. The A10 is a jet with a straight wing design, and the engines spool up very quickly giving it lots of thrust ( it's a very over powered hot rod ). It's designed to fly low and slow and attack ( hence the A in A10 ). The C-130 will not replace the C-17. They both have their advantages and althought the C-17 can do short field take offs and landings it has a different mission as the C-130. Also the most recent 130 design, the H model, with a glass cockpit and the newer turboprop engines will be around for a long time.