510six

http://www.aircraftspruce.com/catalog/eppages/rajay.php Rayjays were popular turbos on aircraft, some rebuild kits were avalable. http://www.precisionturbo.net/ A good place to find quailty turbos.

"510six-the way I read the FSM the normal path for the venting in the pcv would be a vacuum at the line in the AFM boot. So if the turbo was spewing oil back into the afm boot the line would be sucking it back into the valve cover? I will be replacing the pcv valve , but it seemed to be operating ok. There is no oil in the line from the crankcase to the pcv." What the PVC system does is to use a one way check valve to allow the crankcase blowby to be burned in the intake manifold. If the check valve becomes stuck it can cause vacuum to pull oil past the turbo seal(when the throttle slams shut), if there is play in the turbocharger shaft the oil has an easier path around the seal.

I see a Hobb switch wired to a cold start injector, this would add a nominal amount of extra fuel. http://www.aircraftspruce.com/catalog/eppages/rajay.php http://www.kellyaerospace.com/articles/Turbocharging.pdf You can still get some rebuild parts for the old Rayjay turbos, using a stock turbo exhaust manifold as some of the Rayjay turbos used a T3 flange which will bolt to the stock manifold. A rising rate fuel pressure regulator ( as much as I don't like them) would supply fuel to the stock injectors and evenly distribute the fuel supply under boost. http://www.lextreme.com/FMU.htm I remember "back in the day" several VW guys using Rayjay turbos with blow thru Delortos with decent results. For what it would cost for a aircraft rebuild kit, you could probably pick up a decent T3/T4 turbo. A box like this could be used to retard timing under boost. http://www.summitracing.com/parts/SUM-850604/

If the PVC isn`t working correctly the large amount of vacuum at the turbo seal could cause oil to be drawn into the intake piping. If there is a large amount of side play in the turbo oil could be drawn into the intake tract directly from the turbo due to a bad seal in the turbo. I had this happen on a Volvo 740 turbo, after a JY replacement the oil went away.

Cooling Effects Cooler intake air is denser and contains more oxygen atoms per cubic foot. So cooler air will allow more fuel to be burned and in turn, make more power. A 10 degree drop in temperature can add 1 to 1.5% power to an engine. Nitrous oxide boils at -129°F and it will begin to boil as soon as it is injected. This can cause an 80° or so drop in manifold air temperature. Now if we are dealing with say a 400 hp engine, we can see a gain of well over 30 hp from the cooling effect alone. This cooling effect also helps the engine deal with detonation. I ran a dual stage wet nitrous system with a 60 rwh single fogger 12" before the TB , then a 150rwh shot on 6 "port" foggers. At the time the EFI was SDS and other than some Datta Q logging software (which is LONG gone) . With no intercooler and a basic Spearco water/alcohol injection setup the intake temps dropped around 80* , the air temp sensor was/is right after the TB and the port injectors with additional nitrous were further upstream and would have made an additional nominal cooling effect. This shows the results when 35% methanol as the total fuel was injected upstream of the TB.

The E85 is injected only when boost is present, but my setup uses 100% E85 when on boost and 87 oct. during normal driving.

The Bosch 044 pump is both methanol and ethanol tolerant, I use two of these pumps in the secondary E85 fuel system. You might want to add Klotz Uplon as it will keep the corrosive effects of all types of alcohol in check. http://www.cardomain.com/ride/2071134/8 http://www.klotzlube.com/storeProdDetails.asp?pi=20 The E85 is not capable of removing as much heat from the intake charge as methanol, but is superior to gasoline.

The brass parts inside the SU carbs could be nickle plated. I used a few nickle plated brass parts in my E85 secondary injection system, the nickle plating held up just fine even when the setup had methanol in it there were no signs of corrosion.

That looks really nice, what size turbo are you planning on feeding?

N20 on a turbo motor is pretty much like 2+2 = 5 . What happens is the nitrous cools the intake charge about 100* and a large shot will "boost creep" the wastegate 1-2 psi higher. On a N/A L series 3 liter stroker what was a 120hp shot to the wheels became an over 200 rwh shot on a turbo L30 stroker. A friend with a bone stock 85 Z31et ran a best of 12.6 @111 with a 3" downpipe with open exhaust and a welded R200 with a set of ET Streets, with a 100 rwh wet shot.

Vern at Raver Motorsports setup the AEM EMS to activate the secondary injector control ,after a bit of street tuning the car is boosting to the 12.5 psi wastegate spring. The car feels stupid fast with the E85 , according to the datalogg everything checks out OK. Next it will be heading to the dyno to finalise the high boost tune and plumbing and tuning the nitrous (should be a minor/ major) PITA. The 14 injectors. There is actually some room behind a 510 glove box, mounted a fuse box for the secondary injector control and associated items.

The above are pics of the Liquid/ Air IC that was previously in my 510, it used a 5 gallon tank in the trunk that circulated icewater to the IC core. Racing at the drag strip in Redding, CA on a 105* day with track temps at around 120* the intake temps in my car were 68*. The second picture shows the Liquid/Air IC core from a friends Bonneville Mitsubishi Galant the IC lowers the intake temps over 200* a GT42 at over 35psi creates a lot of heat, and over 800whp. The core has icewater circulated from a 30 gallon tank.

I used the adaptors from Jay Racing for the 044 pumps and have had no problems , even with alcohol. http://www.jayracing.com/index.php?main_page=index&cPath=2_12

Until the rear suspension is sorted out traction is going to be a serious issue, with the 510`s trailing arms toe and camber changes are going to happen as traction changes. Especially with the stock rubber 30+ year old rubber bushings in the crossmember and the moustash bar.

I ran methanol for over a year in a 3 gallon fuel cell in the trunk my 510 and was very carefull about the fuel system components , hard anodized aluminum, stainless or teflon fuel lines . What I did do was to run Klotz Uplon with the methanol, this helped to prevent the alcohol from absorbing water and limited corrosion. http://www.klotzlube.com/storeProdDetails.asp?pi=20 The current E85 setup currently is using the same fuel cell , but with larger fuel lines and more injectors to allow 100% E85 under boost. Care was taken to select parts that were compatable with alcohol . Klotz Uplon will be used with the E85 as well, friends have used 100% E85 in turbo Honda`s using larger injectors and stock/modified ECU and AEM EMS respectively . The fuel tanks were boiled out and coated with KBS coatings http://www.kbs-coatings.com/Tank-Sealers_c_7-1-0.html the fuel lines were upgraded in one of the Honda`s (with a turbo H22) not because of a corrosion problem, but because the stock fuel lines wouldn`t flow enough fuel .

With E85 there isn`t as much of a problem with cylinder wall washing as with a 100% methanol as 30% more fuel is typically added vs. 50% more with methanol. Care is taken with the crankcase ventilation using an aircraft style air/oil seperator (with a drain back to the pan) plumbed into a electric vacuum pump, I might plumb the outlet of the vacuum pump into a one way check valve in the exhaust, utilizing the vacuum in the exhaust.

It is most likely a .70 AR T04S housing rather than T70 cast into the compressor housing which could have a number of different compressor wheels machined to fit. A friend recently replaced a similar turbo on His RB25, T04S .70 housing with a 60-2 wheel and a T3 .63 exhaust with a stage 5 wheel, it was replaced with a T04S .70 housing with a GT37R compressor wheel with a .70 T4 exhaust with a P trim wheel.(which will get your full attention at 24 psi). My setup with an L30 stroker motor uses a TO4S housing with a T67 compressor wheel and a .82 T3 exhaust housing with a P trim wheel .

It's a lot of work putting any inline six in a 510 a 240-280z would be an easier and ultimately cheaper car to put an RB26 in. A friend just bought a 510 with an RB25det , the car with a mildly modified rear suspension is a serious handfull under boost. I would strongly suggest putting a 4cyl or a V6 into a 510 before the RB motor. That said having driven a 500+ 510 , it's a real ego deflater for muscle cars at the drag strip and Vipers and Porsches on the road.

The eight 1600cc injectors including the two on the intake tract are E85 injectors. The AEM injector driver will (probably ) use the two injector outputs for the intake tract 1600's to drive the eight E85 injectors with 4 injectors firing 180* opposed.

LOL, seating the rings it is.

The car has rough tune on the AEM EMS and is running on the 87 oct. fuel system until the motor is broken in. The smaller 240cc injectors definitely make a difference in idle quaility being able to maintain 14.8-14.7 in a warm idle condition. I need to sit down with my EFI guru and figure out which injector drivers from the AEM EMS should trigger the AEM injector driver and what configuration of drivers should be used ( there are "only" 10). Once the injector driver and the E85 fuel system has a "street" tune the car will get some dyno time at Church's Automotive Testing to finalise the tune. I still have to figure out if I want to plumb the nitrous before taking it to the dyno or just "street" tuning it as it is just a full throttle tune and shouldn`t be more than a 50-60 hp shot. http://home.earthlink.net/~spchurch/churchautomotivetesting/index.html http://www.aempower.com/ViewCategory.aspx?CategoryID=83 The dual 044 Bosch pumps -8 feed lines from the fuel cell to -6 lines out of the pumps into a -6 to -10 "Y" fitting then a Aeromotive -10 filter , then -10 hose to the fuel rail. The E85 fuel cell with -8 return. The E85 fuel rail is center fed by a -10 line and uses two -6 returns to the regulator. The two -6 returns from the E85 fuel rail supply two intake mounted Bosch 1600cc injectors before the regulator, which uses a -8 fuel line back to the fuel cell. That's just the E85 side of things, the nitrous hard lines should really be fun.

These are some pics of my current setup, the new motor was fired up a few days ago and the motor will be broke in on the gasoline fuel system. After the motor is broke in it`s wiring in the AEM injector driver and getting a "street" tune done on the E85 fuel system, then it`s going to be finished up on the dyno.

+1 on the Fresno Performance.

+ 1 for the ATI , no more loose bolts from harmonics.

This is the 12 injector intake mounted in the car.