SleeperZ

I use that same DSM recirculation valve, plumbed back after the MAF, angled towards the turbo inlet just as suggested above. I can't even hear it, which is good. The vacuum signal is from the intake manifold. As soon as you close the throttle, you get a vacuum in the manifold and it opens the valve, dumping the boost. I personally cannot tell if it helps with the lag on shifting - if I want to go fast, I don't let off the throttle. The one thing it is for sure good for is preserving your turbo. If you are surging it all the time, eventually you will break it.

Sounds like that setup is going to weigh in about 100lbs. Theoretically it should be able to make a positive difference to your power/weight. My concern with that thing is the compression efficiency - if it's not at least as good as a roots charger, you will need a good intercooler, and you could drop significant pressure in the IC. That would make it quite a bit less effective than a nitrous system.

It can happen with any high-horsepower car, and manual transmissions are the most scary because of the heavy flywheel. Pretty sure Norm the 12 second SU dude had one go on him. I don't know of anyone else with a Z specifically, but that's the reason for the NHRA regulation about not mounting fuel system components on the firewall (and also the use of braided fuel lines..)

Yup, heat kills it. It flows and will burst under pressure. I used a piece for my intake instead of the old boot, and I had to keep tightening it, as the plastic kept flowing. What a PITA. Now I have a collector cone doing the transition and silicone pieces joining it all together. I had no problems with it all last season.

If you want to drag race, don't mount the FPR on the firewall. Exploding clutches and flywheels tend to take them out with serious fire hazard. I mounted mine near the old fuel filter location. What injectors are you using? I didn't see any barbs on that pretty rail.

Ditto on the PVC. Just say NO.

Didn't think the ZXs had any issues with diff mount, at least like the Z does...

Simply unreal!

It would be much easier to adapt V8 manifolds to accomodate a turbo than get a turbo manifold from another car.

That's pretty disgusting. But look at what Walmart pays, no surprise what sort of folks will work there - p-o'd, angry types.

I used a flexible hose (air intake, from CSK) and mounted a large oval K&N just behind my air dam. Although I do not puddle jump in the Z, I have driven in some good rains and had no trouble with "gulping water". You really have to submerge the thing to get any significant water into your engine.

Since my Z is not a daily driver, I thought I would replace my big, heavy lead acid battery with one from a garden tractor or motorcycle. I know a guy who has done it, drives his car same as mine - in warm weather, not everyday, light use. And no relocation needed.

You have to have one to run at the strip. Spitting coolant out of the radiator is never good, IMHO.

I don't understand how they can cool any better at all, unless, as a result of the design, manage to get more fin area in the airflow. Seems to me, if the thickness is the same, and the fin area is the same, all you will get from a double pass is 16x the pressure drop with the same flow. The 16x comes from halving the flow area, then doubling the length. You can't dissipate more heat without increasing the fin area, or running the engine and radiator hotter. Take a look at Scottie's intercooler - same surface area to dissipate heat, but an end-to-end design will have more pressure drop due to less intake air flow area.

Actually that's what I found extremely annoying about the 3.90 and crappy street tires (215/60/14). With the 3.90, I had a hard time NOT spinning the tires around town. I would just spool it slightly in a spirited manner, and the tires would let loose. With the 3.54 and the same tires, the wheelspin is much more manageable. Plus, I can actually use 1st gear at the strip, without banging into the rev limiter before getting traction.

Assuming you have a stock L28, running less than 15 psi, there is nothing you need to do except get the leaks fixed, and diagnose the headgasket (just do a compression test). If you determine all that's wrong is a bad head gasket, just replace it with a stock one - they are very durable. And do not mill the head, aside from a minor surfacing to flatten it. To get cam timing and valve geometry back to normal, you may end up having to shim the cam towers and get new lash pads. For a turbo, you don't need higher compression. Stock is best for your anticipated power goals, IMHO.

Long intake or short, long IC pipes or short...I challenge you to detect a difference in performance. Just adding an intercooler is a massive increase in the volume of the intake - a few inches, or a foot, is going to be undetectable. And I swear to you, I had zero noticeable decrease in throttle response or "lag" when I installed my intercooler. And as far as the intake is concerned, I think you could pipe in air through 10' of 3" or 3-1/2" intake without creating a significant restriction.

If the EFI calculates air mass correctly, according to the measured temperature, and you still ping, you might be running out of injector duty cycle and running lean.

I don't have any suggestions, just wanted to say it sounds like a great setup. I want to hear how that P90 and turbo cam like 18-20 psi!

Unfortunately you have to do it under load. Airflow is not based on rpm, it's related to how much power you are putting down. I say junk it, I'm sure it drops a couple psi to the turbo, which then turns into a hair dryer. Edit: Just thinking about it, see if you can measure the force (vectored forward) needed to open it completely, then divide by the flap area to determine the pressure drop. Then calculate the airflow based on the pressure drop and the open area of the AFM.

Creepy! Makes me a bit more passionate about keeping people like that behind bars or confined in hospitals. That dude needs some serious help, and he doesn't seem capable of finding it on his own.

I never looked at the '88. I originally wired the '87, then moved to an '86. There were three connections that had to be rotated to accomodate the '86.