1 fast z

I cant remember the exact per piston but I did take out 2.9 lbs out of the recipcating mass, compared to a flat top nissan setup.

Track times show about 270 RWHP on my NA stroker.

Agreed. F=MA, less mass equals less force. Make the car lighter, makes parts stronger. Sorta like lighter pistons make stronger rods, etc.

I just took my trans to my trans buddy who owns a trans shop, to tear the bellhousing off of the 32 trans, so I can machine it. Should have the trans in this week, I hope. Now I have to find a custom slip yoke to fit a 1310 u joint. I hope not to break any more transmissions after this. I will be using your adapter by the way.

This has to be the funniest thread I have ever read on here.

I need the GREEN gear that goes on the output tail shaft up inside the tail housing of the T5 trans. Mine got busted while dissasembly, and I need another one before I can assemble it. Anyone know of where to get one? The Dealer says NLA.

I just picked up one .48 ex housing on ebay, so I need one more. I will talk to joel this week. Yea, I would guess rod failure from detonation, etc. But to put a pure HP marking on a rod is pointless. Its TORQUE output that is harsh, not HP. It all has to do with R/S ratio, lenght of rod, timing, etc. There is ALOT of varibles to be looked at. I tend to do things that alot of people say I cant or couldnt do. I learned ALONG time ago, that internet talk is just that, talk. I like to experience it FIRST before I belive it, to an extent that is. I mean, 90% of the guys on this board, said I couldnt bolt a head together, and make it last, and 5k miles later, and nealry 500 rwhp, holding up great. So what does happen when at 600 hp, the rods fail? What fails? Pictures? Bolts, bending, cracking????? Lets get technical about it if where going to throw it around online.

17 percent drive train loss, makes right about 600 hp. Thats the closest percent loss I have read for years on these cars and trans/rear end, sticky tires, etc. No I will definitly be using the Z32 trans, as I already have it, I already have an adapter, also. I will try it first, although, it is REAL heavy. I dont have tons of money, and I want to keep the TOTAL cost including the car under 5k. I am at about 3400 now. Paint should put me right at my 5k mark when Im done. My goal is to get low tens if not high nines with the car when Im finished on pump gas. I will be building a cage soon for the car also.

Well, I will test them for sure, as said I am over 600 crank hp now, and 650 rwhp, is not that far off. I am going to try it with these turbos also, just to see what they will do. First I have to swap in the Z32 trans, as I have went through another T5, set of syncros. Tim may I ask how much money you have in your engine?

I went with 280 rods to keep them shorter, which in turn keeps them stronger. Tim is over 600 to the ground, and I am over 600 at the crank, and have no problems what so ever with rods. I will build some custom rods out of forgings if need be.

Yes, thats what im talking about PROOF. Never seen it before. Good work tim. My goal is 750 RWHP, on pump gas. Nearly 500 now, with 17lbs, and when I upgrade cams, and possibly a little more head porting, 35lbs of boost should get me there.

Show me ANY L Series with over 600 RWHP, everyone keeps talking about them, but I wanna see legitimant proof.

Yea I think im gonna stay with garret turbos, T3's. Possibly will upgrade the compressor housing, I dont wanna have to modify my header to accept a different flange.

Do they look like this? http://cgi.ebay.com/ebaymotors/93-5-98-Toyota-Supra-Twin-Turbo-2JZ-GTE-Turbos-TT_W0QQcmdZViewItemQQcategoryZ33742QQihZ017QQitemZ270188748441QQrdZ1QQsspagenameZWDVW As said the MK4 (twin turbo from the factor, they did have singles also) didnt come out till 93, anything before that which is turbo has to be a m3, with a 7m and not a 2jzgte. From what I can see, it LOOKS like the turbos are part of the ex manifold, and would be hard to adapt, correct me if im wrong?

http://cgi.ebay.com/GARRETT-Turbocharger-AR-61-AR47-T3-Flange-HKS-GT2835_W0QQitemZ320183384476QQihZ011QQcategoryZ43120QQrdZ1QQssPageNameZWD2VQQcmdZViewItem Look at that one, except the flange is turned the wrong way!

What sort of flange does the 2835 use? Are they a BB turbo or Bushing? What is spool time, on a 2j with these turbos? PRICE?

What are the 26dett guys running, when their still using twins?

Im not sure on that fact, as I have MANY 77 280's and 78's ( I would have to check my 79 block) and they do NOT have those 4 bolts around. Ill have to look tomorrow, I could be wrong though.

Actually with correct nut inserts it works perfectly, Ive done it on a few different trans swaps. Much cheaper, and less hassle, with the same end result. I am actually machining some now for Z32 trans into First and second gen z cars. That way, a guy doesnt have to dissasemble his trans, nor mail his bellhousing, or take it to a shop. I am just making them for a couple of guys that have PM'd me on doing them for them. Remember the TORSIONAL force is taken by dowells, not by the bolts, only force the bolt takes, is the weight of the trans and holding force length wise. Adapters have been made for over 60 years this way, ever since motor swaps have started. Sure its not that big of deal for me to maching a bellhousng, as I own a shop, but for the average joe, it is.

From what Ive tested (with a grinder, and color of sparks compared to later blocks) 75-76 seems to be the same.

Explain how the turbos are not efficiant, I am curious. Again, I dont know much about turbos themselves, as far as ratios etc.

Ok, so the dyno place sent me the dyno graph, here it is. Its shown in 10 MPH increments, and that is exactly 500 RPM in 4th gear with a 245 45 17 tire and a 3.7 gear. Source: http://www.bandmzcars.com/dyno.html So : 50=2500 60=3000 70=3500 80=4000 90=4500 100=5000 110=5500 120=6000 130=6500 140=7000 150=7500 160=8000 This is with STOCK cams by the way.

R180's, and there not z cars.

Not in the US. COUGH.

There was NEVER a 3.7 offered in a inline six powered car. Only in the Z31,s.