1 fast z

Clifton Give me a call with your questions, I own TWO BHJ dampners, you knew that!

BEST???? Please explain reasoning.

If you have programable, FI, I run a 585 lift 286 duration cam, and its a great all around cam.

That why you should just invest in your own equipment, and do the work yourself!

By the way, why would I have a machine shop make anything for me? We do own a machine shop, with every capable machine, LOL.

Have been working ALOT on the project, to button it up for the JCCS show in october, car is pretty amazing, I guess I need to get some updated pictures up.

So my customers Intake is finished per his specifications. We are going to clear coat it though. I have to screw on a Throttle cable bracket, then it gets shipped to him. It has 4 Vacum ports on the rear of the intake, 2, 1/4NPT, and 2, 1/8npt. Fuel rail is 14mm o-ring, as seen with 370cc RC injectors. 60mm TB from an S13. Internal Velocity stacks with a .625 radius. 1.437" ID runners. Anyways, heres some pics.

240hooke, read my post man, I said there is NOTHING WRONG with your design, at ALL, im just making my different just to be different, thats all! As for competitive, im not trying to be competitive at all in this market, I was just offereing it to those who were in need. I would recomend 240hooke to anyone in a heartbeat!

Ill ad some imput on piston valve relifes. I run a .585, 286 duration cam, on my NA car, with shaved P90, yada, yada. I measured piston to valve clearence on my last install, which was with a 270, 280 duration .475 lift cam, and had .215" EX valve clearnce, and .115" intake. I had then installed the BIG .585 cam about a year later and had .120" on the EX, and .050" on the intake, and have run it this way for about 5 months now. 8000RPM plus and no tapping. I do run titanium retainers, light valves, etc. Just some imput. This is on a DIRECT flat top, NO dish, and .022" piston to head clearnce also.

With the port geometry that this matching cylinder head is reciving, I have actually found on my flow bench that injecting at a side angle has a turbulant flow, and atomizes better. Atleast thats what my wet flow says. I have tried it in engines, and seems to work well. Is there any difference HP wise, who knows, but it looks good in therory and wet testing.

Yea I didndt do this for advertising, as I have my website, as well as a few other websites to do that. I do ALL of this work myself, and actually turn down ALOT of work. So for those that get turned away for some shitty spelling errors, good, didnt need them anyways. And as far as the engraving, i think its cool that I can engrave whatever someone wants on their personal part, that they spend hundreds on. Last i checked no one else was doing that. i hpe i ddnt splle anithang rong inn thsi censtance. Owner is going for a powerdercoated Grey on this intake.

Stock EX manifolds are .610 thick, not .500.

Yea when I went to SCC, I had just got the ITB's on there then I left a semester later. I raced ALOT of people there right on Chapperal, as you get out of school. If you seen my car at the pavillions, then you shoulda said HI! Port lenght IS into consideration, For hood clearence reasons, etc, I used a fith harmonic, according to head flow, runner DIA, maximum torque RPM, etc.

Customer didnt want a taperd plentum, his money. Customer also wanted engraving, his money. Intake volume, has nothing to do with RPM. Runner length is based on a harmonic resonance, and sound waves. All was calculated before even beeing built in mastercam/solidworks.

Anything over 25 and you loosing, exponentially from there. 22-25 thou is perfect. Anything less than 22 is DANGEROUS. Pistons from the factory protrude out .016". Ive measured TONS of L series blocks, and never found a number more than this.

You can NOT have any less than .022" Piston to head clearnce or they WILL tap. Trust me, this is one area I Have experemented ALOT in.

Yea I can spell check, but I type this stuff late at night for me, and its z cars, not spellerama! I can make it for any TB, Q45, 240sx, etc. I can tap for any holes, NPT, etc. Ball park is 1k. I will design for throttle cable, these pics are not a finished product.

Ok, a customer, who is namless, unless he wants to say who he is, asked me to build him a custom intake, just a log syle, internal velocity stacked, manifold for a street/strip car. Well here is some shots before the finish welding. there will be NO welds on the outside of the runners, as I have them supported by the head flange and plentum plate, internally for strenght reasons, and fatigue resistance. Like headeers are done. Infact in these pictures there already welded, I just have to weld the plentum on next. The customer wanted some engraving done, so we talked it over, and this is what we came up with. It is getting powerder coated, so I didnt polish this one. Volume of Plentum should be atleast 1.5 times the displacement of the engine. This one is about 2.4.

Pics will be posted when finished, for everyone to see. NO secrets with me, haha.

Doesnt need to be as thick, I will pilot in different areas, I will use SHCS rather than counter sinks, etc. I bought one as I didnt have my CNC going at the time, and I needed one for my DOHC project QUICK. Now that my CNC is going, I can make one of my own styles, for another car of mine. Nothing wrong with his setup, dont get me wrong, real nice.

It wouldnt matter if it was, I just am improoving no a few points, nothing big. Nothing majorly wrong with his design, great design, just adding a thing or two about how I would make it, thats all.

Nice, although Tonyd's setup with 260 su's with hidden injectors is interesting also, ALL hidden!

Not it is not a copy. Probably in the 250-300 dollar range. Ill post pics this week.

I am in the process, of building a Z32 tranny adapter to fit the L series this week for a car of mine. If any interest I can build a few extra for those in need.

The P90 on my super stroker motor has welded intake ports. I made the ports to the BEST they can, and that turned into going through the water jackets. I welded up where it went through, and thus having a HIGH flow head. It is still the highest flowing L series head Ive measured. I dont do that sort of work for customers, as warranty reasons. But Ive run it like that for over three years as a daily driver with close to probably 40 thousand miles on that head and not one problem. I pressure check each of my heads with 50 PSI, to ensure no blow outs also. On race heads, you make the port optimum, then if theres holes you deal with them. You dont build the port around the water jacket, but rather the water jacket around the port. I had pictures of that head on my website, but I took them off about a year ago.