510six

MSD makes some really nice injector accessories. http://www.msdfuelinjection.com/efi_accessories.html

The stainless fuel rail and mounts have been fabricated, the fuel system , pumps, fittings, feed and return lines have been plumbed. Now it`s getting the manifold ceramic coated tomorrow and making the return lines off of the ethanol fuel rail. Then the nitrous oxide plumbing will be fitted to whatever space is left. I will post pics of the stainless fuel rail and mounts tommorow as well as progress made with the fuel lines. I also have a new wiring harness to make for a external injector driver for the alcohol injectors to wire into the AEM EMS. The end result will be in 14 injectors being used and hopefully some good dyno #`s and 1/4 mile times.

There is a blade connector on the starter solenoid , make sure that it actually is making contact. If that doesn`t work wire a relay , like this article shows. http://dimequarterly.tierranet.com/tech/starter_relay.shtml

On my Uncles Thunderbird SC the Magnum Powers kit(which was very well put together) installed the front mount IC in front of the A/C condensor. The IC did have a thin 16" fan in front of it that came on past 185* and when the A/C is on. The car also has a Ford Taurus fan behind the radiator. The setup works great and never experenced any overheating problems.

It would be a more complex alternative to mounting an air/air IC . Providing your ECU has a secondary injector control , methanol or E98 could be injected into the intake runner which both adds octain and cools the intake mixture. It would require an completely seperate fuel system tank, lines, injectors, regulator, but it worked like a charm in my 510. The datalogg shows an 90* temp drop with 35% methanol as total fuel.

If the turbo is to close to the steering rod, it may be possible to reduce the thickness of the T3/T4 adaptor in order to have clearance for the turbo. Another solution (easier/cheaper) than the turbo header would be to have the outlet for the turbo relocated. The "stock" T3 outlet in My application is used for the external wastegate.

Mallory makes a really nice EFI regulator, I have used one for the alcohol side of my fuel system for over a year now with no issues. http://store.summitracing.com/partdetail.asp?autofilter=1&part=MAA%2D4305M&N=700+310464+115&autoview=sku

Myself, I would have the head repaired and when tuning on California 91, shoot for 11.2 -11.5 AFR .

The fuel pressure regulator on my car is mounted on the firewall, the regulator just needs to be mounted after the fuel rail. http://memimage.cardomain.com/ride_images/2/3285/2681/20711340010_large.jpg

I personally wouldn`t go over 2mm overbore on a turbo motor, as it promotes to much cylinder wall flex.Unless you plan on running race gas, E85 or having the timing retarded to hell, 8.91 is a little steep for a turbo L series. IMO other than the 3mm overbore the setup, provided if it`s built and tuned correctly sounds pretty rock soild to 400+ hp.A friend of mine had a set of stock L24 9mm rods bushed for 22mm full floating pins and used stock VG30dett( good for 500rwh) pistons with good results on His 3 liter build.

Having the exhaust manifold and the heat shield both ceramic coated with a 2K coating will reduce heat sink into the manifold dramatically. http://www.performancecoatings.com/index2.html http://www.cardomain.com/member_pages/show_image.pl?bg=FFFFFF&image=http://memimage.cardomain.com/ride_images/2/3285/2681/20711340003_large.jpg The N42 manifold being used in my current application was cut apart, ported and welded back together. Then the manifold was ceramic coated inside and out, what I noticed immediately was that engine water temps would stabilise quicker after heat sinking. A laser therometer was used on a friends modified and uncoated L28et powered 240z and my L30et with coated intake/ exhaust manifolds after a very spirited drive ,the coated intake manifold was 40* cooler. http://www.techlinecoatings.com/articles/Coating_Intake_Manifold_Article.htm http://www.cardomain.com/member_pages/show_image.pl?bg=FFFFFF&image=http://memimage.cardomain.com/ride_images/2/3285/2681/20711340026_large.jpg

I just got the manifold back from the welder/ machinist the "gasoline" fuel rail is mounted . It was mounted in such a way as to clear the "E85" stainless fuel rail, which has to be mounted to clear the port nitrous system. The fuel/ nitrous system plumbing is going to be a bit involved to say the least.

http://www.msdfuelinjection.com/efi_accessories.html The bungs are from MSD and are a little pricey, but very well made.

"510six, what's going on with that manifold? Cheers." This should explain.... http://forums.hybridz.org/showthread.php?t=138655&highlight=N42+12+injectors

Tim Kerber`s website is currently down for construction, it should be back online in a week or so. Sorry about any confusion.Tim, the chambers and the ports were coated on my last N42 head and the exhaust ports and combustion chambers will be coated on this one as well. Tim Kerber sonic tested the exhaust ports on the N42 and tried to make them flow as well as possible.He also gasket matched the N42 intake to the head as well. I am quite happy with the results, should let the T67 breath better on the top end.

This is the flow sheet for a N42 head ported by Tim Kerber at http://www.airflowperformance.net , I am hoping to make 500rwh with a non EGR N42 ported and ceramic coated intake using E85 as fuel under boost. A T67 turbo is used attached to a stock turbo manifold with the exhaust flange relocated, the exhaust manifold is ceramic coated inside and out as well. The cam used is a secret split duration WEB unit, that works quite well for a street/strip application. I can say that the lift is close to .500. [/url

http://webstore.o2simulator.com/inde...ATS&Category=6 You can contact o2 simulator and ask them if they still make the EGT adaptors. I paid $ 40 apiece for mine.

My setup is currently using a AEM EMS 1040 box with a modified wiring harrness to a Datsun L28et (now 3.0 liter) with a T67.There was a question because of the stock intake tends to make #1 , #2 cyl run run rich and due to running a methanol injection system using 2 160lb injectors in the intake track, running lean in cylinders 1and 2 became a real concern and since the wideband takes all the cyls A/F ratio into account a way was needed to check the difference between cylinder 1 and 6. The AEM and Autometer themocouples are pretty bulky so after a bit of searching a 1/8 npt thermocouple was found and a really slick and small 0-5v adaptor was found to allow the EGT`s to be dattalogged.Thanks to the versatility of the AEM 5% extra fuel was added to cyl #1 and 3% more to 2 and 3 after 4000rpm.The setup worked great and was able to monitor 12 different parameters in our dattalogs (which i will PM upon request).The EGT between 1-6 was within 15* at full boost, so the EGT became a usefull tuning parameter. The current setup will use E85 with six injectors on the intake manifold and an additional two in the intake tract. The two thermocouples in cyl 1 and 5 will be used to tune the engine. http://redlinegauges.com/product_info.php?cPath=22&products_id=20&dfwtekid=40842a4019067b873f980fa4a447c67b http://webstore.o2simulator.com/index.asp?PageAction=VIEWCATS&Category=6 http://www.cardomain.com/ride/2071134

You are right, there are loopholes in these rules. For instance, a LD20et or an LD28 diesel engine in a pre 1975 vechicle is smog exempt in California. A diesel swap would be a clean bill of health from the smog ref. To also keep on topic , my setup does not use an intercooler. Well it uses a chemical rather than a physical one , my first setup used a simple Spearco water injection system with a 60/40 alcohol /water mix with a small T4 turbo the setup made 275 rwh @ 12 psi. The most recent setup used two 1600cc fuel injectors controlled by the secondary injector output on the AEM EMS. The injectors sprayed 100% methanol (with Klotz Uplon) and provided 35% of the total fuel under boost. This method dropped intake temps dramatically, a typical drop would be 150* at the onset of boost to 60* intake temps with the temps dropping more the longer the methanol was being sprayed. The current setup will use E85 with six 1600cc injectors on the intake manifold and an additional two in the intake tubing providing 100% of the fuel under boost. http://www.cardomain.com/ride/2071134/7 http://www.cardomain.com/ride/2071134/5

I still use the U joint axels, but only with NISMO NLA soild U joints. The U joints last about a season of drag racing. Launching on nitrous with a sintered iron clutch tends to shock load drivetrain components, a NISMO clutch pack LSD is used and the 27 spline 280z stubs were shot peaned before installation. Never broke a stub launching on slicks just a occasional axel.I plan on converting to Porsche 930 CV`s and EMPI chromalloy axels as soon as the supply of soild U joint axels is exhausted.

-------------------------------------------------------------------------------- "Just for the Record... There was a full bodied 280ZX featured in some hot Rod Magazine in the late 80's built by Richard's Z & ZX Service in L.A. that turned 11's on the L28 using a draw-through four barrel setup..." http://www.youtube.com/watch?v=HmF1rUa8Ek A Turbo Toms kit might be hard to find nowdays. http://www.theturboforums.com/smf/index.php?board=13.0 http://www.bryanf.com/510/cars.htm

The Summit box (really, a Mallory box) works like a MSD boost timing master at a lower cost.http://www.malloryperformance.com/ProductDetails.aspx?modelNumber=685&productID=2562&majID=534&minID=5342&selection=3&minselection=1 The CDI unit also delivers 137 mj of energy , which should deliver more than enough spark for a turbo motor.

My first turbo motor used a 81 non turbo VR distributor hooked up to a MSD digital 6 and a boost timing box. These days all of the functions of a digital ignition box and boost proportional timing retard can be had in the same box. http://store.summitracing.com/partdetail.asp?autofilter=1&part=SUM%2D850604&N=700+4294925127+400304+115&autoview=sku

The dual fuel setup is for the fuel mileage of gasoline combined with the horsepower potential of E85.

I plan on running two seperate fuel systems using the stock fuel tank and smaller 240cc injectors when not in forced induction mode using 87 oct. gasoline.When under boost the E85 fuel system from a 3 gallon fuel cell using 1600cc injectors. Basically I am using the components from the previous methanol injection system to run 100% E85 rather than 35% methanol. The cold starting problems with E85 and reduced fuel mileage should become a non issue, it just requires a far more complex fuel system. http://www.cardomain.com/ride/2071134/7