rytherwr

Dale..as long as we're dreaming, might as well dream big, eh? Chevydoc...yes Doc, Specs to follow: Engine: 415 SBC 3.875 stroke/4.125 Bore, 8.6:1 compression ratio World Products Motown Block 4 bolt mains, O-ringed, splayed billet main caps, priority main oiling Scat forged crank and H-beam 6" rods JE custom turbo pistons, hellfire rings AFR Eliminator Competition aluminum heads 227 cc, completely CNC machined 2.08/1.65 intake and exhaust valves Jesel aluminum shaft rockers @ 1.65:1 rocker ratio Manton custom length pushrods 3/8" diameter, .120 wall thickness Melling high pressure oil pump Milodon stroker oil pan Cloyes timing set and cover Comp Cams special solid roller camshaft: Grind CS 4872S/4872S SR 113 230/230 degrees duration @ .050 lobe lift .369/.369 " Lobe separation 113 degrees Comp Cams 954-16 valve springs Comp Cams solid roller lifters Milodon Copper head gaskets (.050)/o-ringed block Edelbrock Pro XT intake manifold 90mm throttle body F.A.S.T. 96 lb/hr low impedance injectors running at 52 psi Electromotive ECM and distributorless ignition High volume mechanical water pump(would run electric but too much EMI) 7" crank pulley/5" water pump pulley 200 amp alternator Banks twin 76mm turbochargers twin 44mm wastegates Banks cast iron turbo exhaust manifolds dual 2.5" inlet, single 3" inch outlet intercooler The rest of the car: aluminum dual-pass radiator with dual 13" fans Godley TH 400 transmission and driveshaft 8" 3500 stall converter 4 link/coilover suspension Full frame and cage 9" Ford rear with 3.50 gears/spool 13X15X32" Mickey Thompson ET Streets Aeromotive Eliminator electric fuel pump Aeromotive electronic fuel pump controller Aeromotive boost-referenced fuel pressure regulator -12AN from tank through 100 micron filter to fuel pump -10AN from pump to fuel rails -8AN return line E-Boost2 electronic boost controller Cooling Mist Varicool alcohol injection system 3" downpipes into 3" dynomax straight-throughs And that is about all I can remember...) Wayne

Heck, Davy...that was just a stab-load and untuned to boot... Dale...my hopefully not-so-dreamy goal is 750-800 hp and 950 lb ft of torque on 93 octane pump gas and alcohol running through the intercooler at 12-14 lbs of boost. On race gas, I am looking for 1100 to 1200 hp and around 1200 lb ft of torque at 17-20 lbs of boost. ) wayne

Got the hot rod running and sitting on the dyno...breaking in the engine, changing oil, fixing leaks, etc, etc...changed the oil and made a couple of 1/4 pulls just to put a load on it and was pleased with the results...537 lb ft of torque at 3400, 470 hp at 5300 at 3 lbs of boost. That is with really conservative timing and around 11:1 AFR. Once we get at it, ease the timing up and move the AFR closer to 12:1, I believe it will be where I want it. Built the engine to make the power at 6000 or a little less...so far, so good...) More when we get there. Wayne

Awesome!

Hanns, Thank you for the kudo's...much appreciated. Getting closer...it is at a friends shop and we are putting the Electromotive system on it...he also has a dyno, so it will go on once we break it in and change oil, etc and get it tuned up. Business has got me going crazy, but I'm hoping by the end of the month. I was just out your way going back and forth between Ontario and Camp Pendleton on the 15 and 76 but had such a short time frame that I didn't get a chance to touch bases. Besides, all the rain y'all had toward the end of the week was crazy. Maybe next time... Wayne

And still gorgeous, too, Hanns...I've always admired that motor....actually it is your fault I started down that long path myself...at least I have someone to blame it on....) Looks like you can't let Davy get too close, or there might be a single turbo four cylinder in the future...) Wayne

madden87...even though it looks like you've already made up your mind, my recommendation is to reconsider. Grumpy is absolutely correct...you are by far better off building the 383 vs the 355 and matching gears/tires to the engine's torque, hp, and rpm curves and type of transmission you have. You won't have to work the motor anywhere near as hard as you would with the 355 to get the same results. There actually are a lot of 383's on this site and if you talk to those guys, I believe they would agree. My two cents. Wayne

Same here...you've seen it before, but what the heck...gotta join in Wayne

Dale, you ol' hound dog!!! Congratulations many times over!!! A new record indeed!! Heck, it's been a year on blocks for me and I'm just doing the motor...) What do you mean, "retired"? That's not good...I thought we all had to work to support our "Z" habits? You have done a stellar job, my friend, and looking forward to seeing you at DNI... Regards, Wayne

I don't have pics because I have since taken them off, but I had a set of the S&S 5205's on my sbc '71 240Z in the JTR position. Learned the hard way that the easiest way to install is to put a correct sized 2X6 on your floor jack, jack up the engine a little and take both motor mounts totally off. both sides drop out and in very easily and you can get at the motor mounts to put them back on. The collectors will be pointed toward the front floor pan, however, an offset down-turn pipe clears it easily. In fact, I still have the used set...I tried them on my 454 small block and they didn't do as well as my 1 7/8 shorties, so I took them off. They are coated with some installation marks on them, but very serviceable. PM me if you are interested in buying. Wayne

Thanks for the kind comments, guys....let me try to catch up on specifics; Warren: Gotta get serious...been kinda embarassing for the last 3 years...shoulda done it right the first time, eh? John: Thanks, my friend...however, I kinda doubt that I will be benevolent enough to give the "flying Z" any lengths...) I can be had, but I ain't THAT easy...) rsicard: I tried some research and I apologize but I can't answer your question at the moment...I know it is drilled for a couple of different throttle bodies but I can't find out which ones yet. Will keep on looking and let you know when I find out. Hey Dale: Will be good to see you...ya think I might be able to make a full pass for once? ) We'll give it a whirl either way Hey Jon: Kind words coming from our hero! I think you are right...it handled very well with 600 horsies, but I'm shooting for a lot more than that, so it won't take long to see if I did the chassis right, eh? Sparks280zt: Got me concerned by your comment...can you expound or get Garrett to correspond and let me know what happened with his? Appreciate the help and information. Davy: Heck...I've had this thing apart on blocks since last spring DNI...about time I got off my duff and did something constructive...) Will post some numbers once we get it tuned.....although might have to shade them a tad for so John and Jerry will feel sorry and give me some lengths...) Wayne

Well..about finished up with the install...got some cats and dogs to round up. Should be done early this week and then on the trailer to Tom Heldenberg in Leesburg GA for the TEC3 install and onto his dyno for tuning. Thought you would like to see how it went back in. Will give some numbers when we get through tuning. Wayne

Super job! Very innovative...

These are the latest pics from the project as of tonight. Coming together...got the bottom end pretty much buttoned up. Working on the top end putting everything back together and checking fitment. Davy..you've planted the seed now...not making any changes right yet, however will keep an eye out for E85.

rsicard....it is a 90mm edelbrock throttle body. I only port matched the intake to a 1206 Davy...didn't think of E-85 to be honest with you. Probably wouldn't take much to change...I would need bigger injectors as I believe using E-085 requires about 30 to 35% more volume. The rest of the fuel system would work. Need a re-tune from straight gas also...not sure if I have any outlets here or not. Might be worth checking into...this is a street/strip car so it would be very useful if I can get the E-85. ZZZeee is correct...no need for the alcohol if using E-85. Can't believe you guys start stuff like this...now you have me re-thinking the project....) By the way, the engine is in the car...hooking everything up at this point. Wayne

Super stuff! I'm impressed that you are not afraid to tear into a project. Looking forward to what you finally end up with...) Wayne

Hey Davy, Thanks for the kudo's..actually, I am only using the Pro XT manifold from the Edelbrock system. I am running timing and fuel with an Electromotive TEC3R. I'm looking for a safe 700 to 750 RWHP on 93 octane and alcohol injection at 12 lbs of boost and 1200 to 1300 on race gas, alcohol injection and 18 to 20 lbs of boost. twisted280z: the manifolds came with the system...go to Banks Power and look for the twin turbo stuff and you will find them in the twin turbo kit. They will sell them separately however, they want almost $2000 for them. Hey John and Jerry...Great to hear from you! I took a look at your last test and that thing must be a beast as well...it seems mighty easy for you to turn that thing over...in your case, there is such a thing as too much traction:o) She's coming together pretty well...still some one-off cats and dogs I need to do before I put it back in and get it to the dyno. By your motor, I presume you mean the turbo motor or are you talking about the blower motor? It will be good to compare notes when you get the turbo motor humming...will keep posting as I make progress... Wayne

Hey Doc...good to hear from you. If I didn't already have the twin turbo system, I would do it your way with a single as well...packaging would be much simpler, easier, and utilitarian similar to dustin280zx. I think that might be a project for another day...we'll see how this one works out. Wayne

Hey folks, Happy New Year!! Been a while...for those who don't know, I hurt my 454 small block at Reynolds last March. Rebuilt it and put it in the barn for a future project. You're looking at my new motor for the z-car...same turbo system, however, motor is specifically built for turbos. 415 cu in sbc, 8.7:1 compression, AFR 220 cc intake runner heads, Jesel 1.65:1 shaft rockers, 3/8, .120 wall pushrods, JE custom pistons, 6" forged rods, forged 3.875 crank, small, short-duration roller cam and lifters,ported Edelbrock Pro XT intake, 96 lb/hr low impedence injectors, Electromotive distributorless ignition and ECM, Alcohol injection, etc. Switching from the Powerglide to a Turbo 400, running 355 gears. Hope to have it together and tuned by the end of Jan and sorted out by the time we get to another SEZ...) Wayne

THAT is a WILD ride, my friends...) Who would think you can get that kind of traction, eh? I have full confidence you will get it sorted out. Hope to see you at DNI, car or no car. Mama is going to be in Savannah visiting her sister, however, I plan on being there for moral support...) Regards, Wayne

Jon, Please know that you and yours are in our prayers also. Hugs to Miss Regina and best wishes for a speedy recovery. Regards, Wayne

C'mon, guys....ya gotta stop this stuff...you embarass the rest of us duffers as it is. Geez...blown alcohol; whole different ball game isn't it? Well, I'm just kidding on the first part. I'm super proud of y'all for always being out on that limb...) Hope to see you in Reynolds..that is if I can get back from Japan, which is where I am right now. I know for sure I won't have the hotrod together (JE pistons aren't in yet) for Reynolds...how 'bout y'all? Super job and looks mighty clean. I'm downloading the video as we speak so I can get my fix while I am here. Best of luck to you folks. Regards, Wayne

I'm with Doc, I am running a 415 sbc, twin turbonetics, 44mm wastegates, running up to 20 lbs of boost...still in the building stage and not having much time. I am using a solid roller .600 in lift w/1.65 rockers, 230 duration @.050 and 115 lsa. (ground +4 degrees advanced, so will end up with approximately 111 lsa). Heads are extremely important and like Grump says, they will kinda dictate what you use for a cam to get the most efficiency out of your motor. I know it is hard to do, but I would suggest that you wait until you can spring for the good heads and build your combo. I really believe you would be much more satisfied. I am looking for an honest 800 hp on pump gas with intercooler and alchohol injection and 1200 to 1300 on race gas. Running Electromotive ECM and distributorless ignition with EFI and 120 lb/hr injectors. Best of luck with your combination Wayne

Doc, EXACTLY like those....I definitely like them, although I am not using them on the turbo motor of course...One word of caution, if you are tuning on the dyno, don't use coated headers until after you are tuned, as I don't know of any that won't be worse for wear. I made that mistake and it turned the coating into a light grayish color...they don't look as good as they used to, but they still don't rust either, but I'm not sure about the thermal capability now as opposed to before. Wayne

Hey, Doc...I apologize, I meant to answer this a long time ago and thought I did, but guess I didn't...old age for you. Yes, I used a set of the Sanderson 1 7/8 block huggers on my 240z and they work well. Put them on a Bill Mitchell 454 small block with 220 Motown angle plug heads and they gave me plenty of room to change plugs. I did have to relocate the steering shaft and cut out/box the frame on the passengers side for them to fit. They actually worked better for my motor than my 1 3/4 long tubes. I ran a 6.69 in the 1/8th mile at 102 and change on M&H street tires. They are well built and good looking when they are coated...I will dig up a picture and add to this so you can see what they look like. Wayne