510six

I noticed a Mitsubishi Eclispe Blow off valve and flange welded to your intake piping. That is the sound you are hearing when letting off the throttle after boost, the BOV outlet really needs to be plumbed before the airflow sensor. http://en.wikipedia.org/wiki/Blowoff_valve http://www.atlanticz.ca/zclub/techtips/turbo/index.html

I used a L28et vent tube and a "Y" fitting, which are both 5/8 into a catch can with a drain to the oil pan. The catch can then goes to an electric vacuum pump. http://www.aircraftspruce.com/menus/ep/airoilseparators_homebuilders.html http://forums.hybridz.org/showthread.php?t=131993&highlight=electric+vacuum+pump

I am going to wish you good luck http://www.youtube.com/watch?v=lGNn9lcduyk

You will need an adaptor from the CT26`s oddball flange to the T3 flange on the zxt exhaust manifold. The CT26 is a small T4/T4 turbo and makes decent low/ mid range power, but will max out at around 300 rwh. http://cgi.ebay.com/ebaymotors/MR2-T3T4-ADAPTER-OEM-CT26-T3-T4-TURBO-35-38-WASTEGATE_W0QQcmdZViewItemQQ_trkparmsZ72Q3a1205Q7c66Q3a2Q7c65Q3a12Q7c39Q3a1Q7c240Q3a1318QQ_trksidZp3286Q2ec0Q2em14QQhashZitem110315400969QQitemZ110315400969QQptZMotorsQ5fCarQ5fTruckQ5fPartsQ5fAccessories

The auto bellhousing could be adapted using an aluminum plate in the same manner the T5 bellhousing was used and my friend`s ( Vern @ Raver Motorsports) idea was to use a bolt on adaptor , then it would be the matter of fabricating a spacer plate so the throwout bearing would have the proper throw to engage the clutch. With an LSI trans a pilot bearing would have to be placed in the flywheel as well. The reason Vern chose to use the T56 trans is that He is building a VQ56 V8 for Bonneville and the double overdrive and the avalability of upgrades to 1200hp, made the T56 an easy choice. A stock LS1 T56 is rated for 450ft lbs of torque, however I shock loaded a stock LS1 with over 500 rwh and 490 fpt on slicks for over 200 hard drag runs before needing a rebuild.I opted for Rockland Standard Gears 750 rwh drag kit. http://www.5speedtransmissions.com/6_speed.html http://www.rsgear.com/transzilla.asp

I have gotten several PM`s requesting information on how to mate a six speed T56 to the L series. A 82-83 zxt T5 bellhousing was used (a device to center both the trans and bellhousing was fabricated), a 3/4" aluminum adaptor was machined to accept the T56 bolt patern , this was then welded to the bellhousing and milled .080" . This ensured the input shaft fitted with the input shaft bearing , moved from the end of the crankshaft to the flywheel will work within the T5 bellhousing. A slave cyl from a 86 Nissan truck was used with a 280zx master, the pivot ball did have to be replaced with a shorter unit when using a multi disc clutch. The clutch discs also have to use the T56 spline pattern. That said, a friend is currently working on an adaptor that would use any Nissan automatic trans bellhousing to the T56 trans utilizing the Tremec throwout bearing. http://www.cardomain.com/member_pages/show_image.pl?bg=FFFFFF&image=http://memimage.cardomain.com/member_images/7/web/2071000-2071999/2071134_8_full.jpg http://www.cardomain.com/member_pages/show_image.pl?bg=FFFFFF&image=http://memimage.cardomain.com/member_images/7/web/2071000-2071999/2071134_30_full.jpg

I also used a Clutch Specailties sintred iron clutch, it worked great with over 500rwh street/ strip on slicks. It did become a real PITA and somewhat expensive to rebuild the pressure plate and replace the flywheel wear surface every 5k-7k miles. I finally bit the bullet and contacted 10,000 rpm first using a dual disc ( which slipped at 450 rwh) then a tripple disc kevlar clutch that is supposed to be good for over 600 rwh, it wasn`t cheap but it is easier to drive than the sintred iron on/off switch even if the whole assembly only weighs 15 lbs. But , the clutch cost $1500.

-------------------------------------------------------------------------------- I posted a couple of Porsche kill stories a few days ago, on the flip side you can`t win em all. I was traveling to a car show on the Cal central coast last spring , when I spotted a very clean early 70`s Corvette and decided to put a hurt on it with my 440 rwh T67 510. Well, my car did spool a bit faster to the tune of about 2-3 carlengths until the big T88 turbo started moving air, when the Corvette let off when it was about 10 lengths ahead on me ( which was pretty smart considering the amount of law enforcement on this Hwy). I followed the Corvette and found out it was in the car show. I didn`t feel so bad when I found out was what was in the Vette, T88 turbo , LT1 aftermarket block, AFR heads, FAST EFI, Jerico 5 speed with 835 rwh on race gas and 650 rwh on pump gas/ meth injection. The owner was even quite gracious saying " your 510 fared better than most 600cc sportsbikes".

http://www.turbomustangs.com/smf/ I would search this site.

I have a 1mm Kameari MLS Head gasket. PM me

Those are very impressive #`s, congrats! Makes me want to get my E85 setup up and going . Tim, do you have any pics of your fuel system?

At the time I was thinking of using the AEM EMS and using the Nissan CAS, a friend who was tuning Ken Carlson`s Bonneville 300zxtt was having timing errors with the CAS at high rpm. AEM`s solution was to fit a custom 24-1 trigger wheel in the CAS to eliminate timing errors( AEM has since corrected the problem and standard CAS wheels work fine now). I didn`t want the headache and since I was using an AEM for a OBD1 Honda with VR sensors and Ford EDIS sensors are also VR and later model Ford cam position sensors are VR and commonly avalable . After some initial headaches and having to put some resitors on the AEM board and "modifing " the 36-1 EDIS wheel to a 12 tooth. The sequential injection with wasted spark ignition using an AEM CDI works great. It just would have been alot easier putting a 280/300zxt CAS on the car and triggering whatever coilpacks through the CDI, and the fact that the timing would not have quite as precise as a crank trigger would not have kept me up at night.

Setting up a "safe" nitrous system is also more complex than most people would initially think. A full throttle switch, clutch switch, rpm window switch and a low fuel pressure switch are the minimum safety features I would use. When I first started tuning nitrous widebands were $1100 , so a narrowband in conjunction with a EGT and some datta Q software was used to tune with. These days with widebands to be found for under $300 and EGT gauges for $130 or so a nitrous system could be safely setup and tuned for under a $1000 . A friend of mine used a very basic nitrous sytem on a basically stock 88 300zxt and with a 80whp shot and a set of ET streets ran mid 12`s consistently.

It sounds similar to the EPM that AEM makes that uses a similar optical sensor as those used in the Nissan CAS . Most aftermarket ECU`s are compatable with the Nissan CAS units in the 280zxt /300zxt distributors. A modified 1981 turbo dist. is used in my setup as a cam position sensor using a Ford VR sensor from a 2005 Mustang V6. It would have been nice not to have all the work of modifing the dampner to fit the trigger wheel and sensor. http://www.aempower.com/ViewCategory.aspx?CategoryID=210 http://www.cardomain.com/ride/2071134/2

I ran over 80 10lb bottles through a all JY parts L28/30 N/A stroker motor , the car ran a best of 12.55@110 . With a turbo motor and nitrous you have to be careful as the same "shot" that made 120 rwh in a N/A motor made over 200 rwh in a built turbo motor.

I have a T04S T67 sitting on a shelf in the garage with less than 300 street miles on it. The turbo was built by Limit Motorsports and spooled on my L30 stroker by 3500 rpm. T67 .70 AR housing with a .82 T3 exhaust with a stage 5 wheel, the turbo is capable of making over 600 rwh.

Exactly, the gasoline system will be used up until 5-6 psi then it`s 100% E85. The E85 fuel system could have used 1000cc injectors , but I already had several 1600cc units and concern about duty cycle under boost with the larger injectors is not an issue.

The lower injector bungs have been welded on to the N42 non EGR intake a fuel rail will be made from stainless steel 1/2" tubing and MSD upper injector bungs. 240cc injectors will be used on the "main" fuel system using 87 oct gasoline the "secondary" fuel system will use E85 from a three gallon fuel cell with 1600cc injectors.

Here is a pic of direct port N20 on a L series EFI manifold. http://www.cardomain.com/member_pages/show_image.pl?bg=FFFFFF&image=http://memimage.cardomain.com/member_images/7/web/2071000-2071999/2071134_14_full.jpg

Very Impressive #`s.

"When, precisely, is it hitting 75, though?" Full oil pressure is reached by 4k rpm, just about when boost with the T04S starts getting serious.

I have been running a Melling(M111) pump shimmed to 75psi with no problems for over 3 years now. Using a N42 head w/ spraybar and oil pressure at idle is 15 psi.

http://www.the510realm.com/phpBB3/ http://forum.ratsun.net/ I had a 71 510 with a stroked L16 (1700), with Bosch K jetronic CIS from Volvo/VW cars and a 63cm 5 speed the car delivered over 30 mpg on the freeway. A wagon with a L18 and a Weber DGV and a 5 speed got upwards of 30 mpg. With a CA18 and sequential injection I could see upwards of 35 mpg if the car was properly tuned.

The previous setup on my car used two 1600cc Bosch methanol compatable injectors, they can modify the injectors for 11mm O rings.Six of these will be used using 100% E85 http://www.fiveomotorsport.com/Injector_SetsMODS.asp#cng150 A very good methanol/ alcohol compatable external fuel pump is the Bosch 044 unit.http://www.jayracing.com/index.php?main_page=product_info&cPath=2_5&products_id=1 I am planning on running two -6 lines feeding a stainless steel fuel rail using two 044 Bosch pumps with a -8 return to a fuel cell. http://www.cardomain.com/member_pages/show_image.pl?bg=FFFFFF&image=http://memimage.cardomain.com/member_images/7/web/2071000-2071999/2071134_25_full.jpg MSD makes these fuel rail components, they are full alcohol compatable(if a bit pricy)http://www.msdfuelinjection.com/efi_accessories.html http://www.pirate4x4.com/tech/billavista/PDFs/MSd%20fuel%20management.pdf The pumps will have the voltage reduced to 6 volts until boost is reached via a 300zxtt pump voltage limiter.

It takes roughly twice the amount of methanol to make the same horsepower as gasoline, so injector and fuel pump values have to be doubled. So, to make the 600rwh it would take a fuel system capable of making 1200rwh and six 1600cc injectors and -10 line and a $700 fuel pump.With the E85 it takes roughly 25-30% (depending on who you talk to) more fuel so two -6 lines and two Bosch 044 pumps and a -8 return should work just fine . The gasoline primary fuel system isn`t going to be adding any fuel under boost, so the E85 components have to be capable of flowing 600 rwh . Just make sure your own alcohol fuel pump and lines are large enough to provide fuel to the extra injectors.