SleeperZ

There is an issue of principle that has been expressed as well. To an impressionable potential street racer, there certainly can be the interpretation of "encouragement", especially in the kill stories, and also in this thread. But that requires the interpretation of mincing words to get out of something you don't deserve. The principle is we have a unique justice system, unequaled in all the world, as it is based on the concept of "freedom" (life, liberty, and the pursuit of happiness). With that freedom comes much greater responsibility, including driving safely. If you hurt someone, be prepared for some consequences. Like it or not, we will always have irresponsible people who flout the traffic laws. I don't believe by refusing to sign a ticket, or by taking things to court, that we are trying to evade personal responsibility. If there was no victim, who is the injured party? If you wish to abide by the ordinances, simply sign the ticket, pay your fine and be done with it. But if you don't believe the traffic stops are handled fairly, or you have not been treated fairly, you owe the justice system and the local authorites a wake up call on what the requirements of the law are.

Huh? You are going to have a hard time convincing me about that...pressure drops are caused by more airflow than the piping or IC tubes can handle (restrictions!). Tubes that are too big may cause the airflow to slow enough to get a lag, or create a poor throttle response, but not a pressure drop. You may not run into boost control loop problems with an electronic boost controller - it has circuitry that can handle a slow boost signal. As a matter of fact, the Profec B has a reference signal off the manifold already - I've no doubt it could take the boost signal off the intercooler exit without any trouble...a MBC, now that may be a different story.

I'm not sure which compressor housing the 60-1 fits in, but my V trim T04B did not require any oil line mods, because the T3 fit to my manifold without a spacer. You will find a large T04E compressor housing needs to be spaced from the manifold to keep the compressor from interfering with the intake. This may need some oil line mods, maybe just a more flexible drain using existing fittings though.

No cars I know of came with a T4. Some came on diesel trucks, but these may not be useful, as the A/R of the turbine is too big for a Z. Is this for a Z? Zs do very well with T3 turbines - unless you are looking for over 400 hp, the benefits of a T4 are not there. If you are thinking of turbocharging your "406 sbc", maybe a new T4 designed especially for the motor would be a better choice? If I was putting the $$ for that much more power, I'd sure want to put in the right parts...

No, the distributor is driven off the crank. It just means your distributor drive is off a tooth. You have to drop your oil pump part way, re-engage the drive shaft either advanced or retarded a tooth, and reconnect it and retime it.

But Jame's "hybrid" has a motor originally from a N oh crap, I can't say that. j/k

Stony, those power figures are absolutely unreal. The RB26 motor amazes me. What RPM are you turning to get that kind of power at 11psi?

I'll post my $0.02 here too. I think this was a very meaningful and well balanced discussion of the issues at hand. There is much food for thought here, and I do not believe anyone here is advocating breaking the "law", but, in fact, advocating education on the justice system. I am law (and ordinanace ) abiding, I sometimes speed, but with age I am very cautious do my very best not to endanger anyone else. If I am confronted with a traffic infraction I feel is unjust, I will certainly take it to court, and may even consider not signing the ticket. If I screwed up, I will take the consequences. I LOVE this board!

With larger volumes of air, you will see less pressure drops through the system, as pressure drops will occur with restrictions. However, locating the wastegate signal near the throttle body may not work as well as you might think -- for one thing, the wastegate doesn't care what pressure at which it regulates the boost, the main thing is it should be STABLE. The user can adjust the boost so the engine sees the desired boost level. If you try to regulate the wastegate to manifold pressure with a large volume of air (intercooler and piping) in between, you may get unstable boost, as there is a lag associated with the boost signal. The wastegate will react to pressure changes after the intercooler, and the delay through the piping will cause the wastegate to overshoot the mark. You may see boost spikes, in other words.

I support the L28 all the way. I love that motor. The thing is, the GNZ is the ruling favorite with a fistful of 10 second timeslips - it's hard to root for the underdog who comes out of nowhere -- no dyno graphs or timeslips. Lay it down, and the L28 will be heralded, I'm sure of that.

The turbo pistons are dished, like the Z pistons, but have the ring lands lower down. The P90 head came on the '81-'83 turbo ZX (P90A on most '83s). The least boost you can run (with the factory wastegate actuator is about 5-6 psi - you may be able to get away with running factory Z injectors, but I would not recommend it. Maybe some one else here has had some sucess with that?

Where's the popcorn?

There's no way a carb is going to get you more HP than FI, especially on a turbocharged engine. A good FI system can meter fuel so much more precisely over the whole load and RPM band - that's key to avoiding over-rich conditions robbing power, or over-lean conditions robbing you your engine. A good FI system might cost more, and could be harder to tune, depending on your experience level, but more HP?

I'll have to look for the show. I rank Hendrix as the greatest guitarist of all time, and I absolutely love the blues transitions he made in his career.

I've heard this before, but never done it. How much would you expect it to change your compression measurements? I could test it, of course, but I've no need to pull my plugs at the moment

If I'm not mistaken, this is a drag-only bike. Turns not required

On stock L28ET motors, at 5800' elevation, all I ever get is 100-110. This is normal - they have very low static compression. With a 2mm gasket, you will get less.

The turbo can be mounted in about any orientation, provided your turbine shaft is parallel to the ground. The bearing unit and compressor can be clocked properly to get oil in the top and drain to the pan out the bottom. I don't know much about the V6s - I would say you may need to fabricate a manifold or figure out how to re-do a motor mount..

By adjustment, I mean I drilled out the plug on my Z31 MAF, and tweeked the mixture adjustment hiding behind it. It made a huge difference in the tuning of my car. When I install the sensor part of the MAF into a larger housing, it will read a smaller percentage of the air, and should run a bit leaner - this can be compensated (in my mind at least, and it does run away - it needs a leash ) with bigger injectors without major chip changes or sensor overloads. BTW, I believe this is the exact technique Ford Motorsports uses to market bigger injectors with a "recalibrated MAF" for the n/a 5.0 V8s.

Wow! That is the truth - I fell in love with Zs when I heard that sound. It inspired me to buy one. Although I never got away from the FI, and then went turbo, I still hear that sound in the L6, even if it is muted a bit by a throttle body and the whine of a turbo.

That's actually an EXCELLENT idea (of course I think so, because I came up with it too,) and makes this sensor much more desireable over the old vane-type AFMs. This has the benefit of measuring a smaller percentage of the air, and will allow you to run a larger injector with the stock computer, with minor adjustments. I'm using the 300ZX MAF, just passed Colorado Emissions today , and enjoy a wide range of adjustability. As long as you can fine tune the sensor once transplanted into a larger housing, I cannot envision any long term types of issues...

I have no idea about who makes those type of manifolds. Have you thought about reversing the VG turbo manifolds from side to side, so the turbo ends up on top of the right side bank? I've seen some Ford exhaust manifold bolt patterns that are symmetrical that way, maybe the Nissan V6 are?

I think some of my point was missed. Obviously a small turbo will spool faster than a large one with the same exhaust flow. But when you deprive the small turbo of half the exhaust, the reading and physics I understand dictates that the small turbos will spool slower. This is because half the exhaust will not result in half the turbo output, it will result in one fourth the turbo output.

Just because I like to question commonly-held beliefs, I'd like to challenge the notion twin turbos spool faster than one. You will have half the exhaust flow through each turbo, and what I've read (sorry, this is theoretical, not actual and tested) says the turbine speed is proportional to the square of the flow. So a large single turbo has a larger wheel requiring more exhaust flow to spin at the same speed, but it has twice the exhaust available, and should be able to spin faster, or push more than twice the intake charge over what a twin can flow with less turbine speed. From the same source (Maximum Boost), Corky also states the turbine acceleration is proportional to the cube of the exhaust flow, so for a large single turbo with greater inertia, but twice the exhaust flow, it will still spool faster provided it has less than 6x the inertia of a small twin. That's my limited understanding of how I think this stuff works, but I'm sure I'm missing some insight, having no practical experience. Feel free to flame - I am always interested in learning more about this subject. [FLAME SUIT ON] The only reason they put twins on the Z32 was the tight engine bay and plumbing nightmares from routing a single.

Greedy profec b