SleeperZ

And insecurity. I like how they justify their "losing position" of 5th with the excuse of valve shims in the oil pan...

I would think if the firing order is 1-3-4-2, you would join 1 and 4 to one turbo and 2 and 3 to the other.

Did you carry over the ignition? I had plug wires go bad on me with my stock ZXT install using the Z coil, and it would run semi-ok until I loaded it, then it would misfire like mad and soak the plugs in fuel. I had it figured for running too rich as well before I discovered the ignition issues. Not that it couldn't happen, but I've never seen an AFM go bad in that way (or a ECU). Don't worry about the pump, the regulator on the fuel rail regulates fuel pressure for you, and if it worked before the swap, it's unlikely to have failed on you. However, a bad pressure regulator will cause it to run pig rich even if the diaphragm doesn't rupture and flood the intake manifold insides with fuel.

Sounds like you've been driving the car. That pretty much describes it, but I've never had a clutch go that way. I'm already having to find a pin punch for removing the CVs from the transaxle (they don't 'pop' out), and I've destroyed one ball joint with a fork (like the manual says), when it seems I can just unbolt the top. Always an adventure.

How sure are you the fluid was only an inch low? I developed a whine in the R200 in my '78 280Z, and found the diff completely dry. That was the last time I ever went to a Jiffy Lube, or any oil service place. But all it did was make noise; I drove it 20k more miles before I got sick of it.

Oh man, that's a damn shame!

My Centerforce 2 only held until I started putting close to 300hp to the wheels. I have a ClutchMaster stage 4 unit now, and it holds the power. Unfortunately I hate the driveability, it chatters like mad in reverse, and it's ON-OFF, so it's smooth at WOT, but harsh anywhere else. It has ceramic pads and a sprung center. I've love to have a CF2 with a stiffer pressure plate, that might work ok...

Oh yeah, mine increases by 200 ft-lbs to 420 in under 1000 rpm. That's what a T3 turbine will do. Then it fades as it restricts flow.

Yes, I verified the slave is operating properly to it's full length, and the clutch does not release. And there is way too much play in the clutch fork. Tranny coming down....

If your final goal is 300-350, the L-series does that as well as anything, and for cheap. But to imagine the L-series competing with the RB at the 500+ level is just silly. IMO!!

Try ForwardAir. I shipped a Porsche engine from Denver to LA for less than $100.

I'm sure you are talking about lobe center. My turbo cam (MSA stage 2) has 110* lobe center and -2* of overlap at 0.050" lift.

My FPR and pump have no valves in them to retain fuel pressure when the engine is off. I always have to turn on the ignition and wait 5 seconds for the fuel to start circulating and pressure to build. Better that than cranking the engine for the same amount of time waiting for it to start. i don't have MS, just a factory ECU, but I thought it might be applicable. High pressure recirculating fuel systems seldom have actual vapor lock issues as the fuel is pushed under pressure from the tank, and the FPR will pass any air locked in the lines.

Even my old tech Mercedes has injectors that pop at 135 Bar (2000 psi). It has 20.1:1 compression, so you've got to have that kind of pressure to inject into the cylinder at the peak of the compression stroke.

I'd be interested to hear what the differences are with that engine and a higher ratio. I'm of the opinion that lower ratio is better for turbo engines, but I'm always willing to hear of others' experiences.

I would say the answer to number 1 would depend on whether the intake boost was regulated to a constant value at the manifold. If it is, I would say you will retain a constant pressure across the turbine, so exhaust pressure would drop by 1 psi. There is not enough information to answer number 2. Since that is a WAG, I retain the right to be wrong.

I've heard mention that after a new install of a head gasket, the head should be re-torqued after getting it running and hot. I've just installed ARP studs, torqued to the ARP recommendation of 60 ft-lbs with ARP moly lube. How do I retorque this beast? Do I loosen all the nuts, regrease them and retorque in the proper sequence? Or just apply the torque wrench again (in the proper sequence)? I'm concerned the lube on the threads is gone now, and I could over-torque the nuts if they aren't re-lubed... TIA, Nathan

Scottie put a 3 bolt flange on the pipes he made, but I couldn't find any of the right hardware to connect my 3" pipe to it. Most 3 bolt flanges are designed to neck down, not expand. I cut the flange off mine and connected a reducer cone (inverted to go to 3" from 2-1/2") and clamped with with a band clamp. They work well, I would not be concerned about no flange.

Be careful you don't get a n/a cam with significant overlap when running it on a turbo engine. It will not work as well as the stock cam.

Not running an FPR that delivers a constant pressure will cause havoc in any ECU where you have programmed certain duty cycles for cerain load conditions. If your fuel pressure varies, you will have to take that into account when programming the fuel maps.

Are you making the assumption that the pre-turbo exhaust pressure is the same as the intake boost pressure? What is controlling the intake boost pressure?

Yeah, I was gonna say I got mine from Scottie for a song! I wonder if the MSA unit fits a T5 tranny, I still have to use my spacer and notched bellhousing. With that nice 45 degree departure, I find it hard to believe it will fit a ZX....

I don't know how much plainer I can state it. For a given area inside a tube, you will have a certain pressure drop when you flow mass through it. Higher flows result in higher pressures, and this is described as a square function. With large areas and low flows, it appears linear, but at higher flows, the pressure builds to the square of the airflow. A doubling of airflow will result in quadrupling the backpressure. This effect is most obvious with a significant restriction in place, such as a throttle plate, but you will see smaller restrictions exhibit this at higher airflows, such as across valves, through turbines and wastegates, intercoolers and such. All of this will prevent you from making the theoretical power Pyro is referring to. Maybe you can explain to me how flow through an orifice is somehow different and non-existent in an engine..