Discussion
Very good. I'm glad to see a belt size large enough to last more than a week. Your right, it does look fantastic.
Anyone in the USA know what happens when you put a brand new block in the car with regard to the emissions rules?-?-(aluminum-no serial numbers on these as far as I know)
Keep the pictures coming.
Be sure and let us know how noisy the supercharger is.
Ken
>> Edited by k wright on Friday 8th November 13:53
Anyone in the USA know what happens when you put a brand new block in the car with regard to the emissions rules?-?-(aluminum-no serial numbers on these as far as I know)
Keep the pictures coming.
Be sure and let us know how noisy the supercharger is.
Ken
>> Edited by k wright on Friday 8th November 13:53
"Anyone in the USA know what happens when you put a brand new block in the car with regard to the emissions rules?-?-(aluminum-no serial numbers on these as far as I know)"
In the USA most states base the emissions rules off the year of the frame or the year of the motor. If the block is new you will be required to meet current emissions reg. Some states have loopholes for kit cars, call your local mva.
mark
In the USA most states base the emissions rules off the year of the frame or the year of the motor. If the block is new you will be required to meet current emissions reg. Some states have loopholes for kit cars, call your local mva.
mark
It should fit in a GTR if its made and supplied by ASE and on the engine spec list for the car...but it does look a touch tall.....nyummm nyumm tho 
I started the build of my enigine 2 weeks ago, currently looking for a turbocharger supplier who knows anything about twin turbo setups for the Chev (i suspect custom TC's are the only choice). For some reason not many in the US either....looks like i will have to fabricate most of the pipework myself
But that is one nice mill...congrats man
I started the build of my enigine 2 weeks ago, currently looking for a turbocharger supplier who knows anything about twin turbo setups for the Chev (i suspect custom TC's are the only choice). For some reason not many in the US either....looks like i will have to fabricate most of the pipework myself
But that is one nice mill...congrats man
Hey UltimaAnimal,
Check out this example. You might want to run 350-358 c.i. with a short stroke to keep the torque down. www.montygwilliams.com/
Cheers!
-Mack
Check out this example. You might want to run 350-358 c.i. with a short stroke to keep the torque down. www.montygwilliams.com/
Cheers!
-Mack
UltimaAnimal said: It should fit in a GTR if its made and supplied by ASE and on the engine spec list for the car...but it does look a touch tall.....nyummm nyumm tho
I started the build of my enigine 2 weeks ago, currently looking for a turbocharger supplier who knows anything about twin turbo setups for the Chev (i suspect custom TC's are the only choice). For some reason not many in the US either....looks like i will have to fabricate most of the pipework myself
But that is one nice mill...congrats man
If you want to do twin turbo chevy GTR I would think you would definatly want to talk to the guys at spectrum5 as well, they developed their own system for a gtr.
Check out one of their technical papers on it:
www.spectrum5.com/s5headerRevA.pdf
Check out one of their technical papers on it:
www.spectrum5.com/s5headerRevA.pdf
Ok I'am completely blown away by this!
www.spectrum5.com/s5headerRevA.pdf
www.montygwilliams.com/
I'll just open another bottle
>> Edited by ultimajohn on Sunday 10th November 22:33
Added URL's
>> Edited by ultimajohn on Sunday 10th November 22:35
www.spectrum5.com/s5headerRevA.pdf
www.montygwilliams.com/
I'll just open another bottle
>> Edited by ultimajohn on Sunday 10th November 22:33
Added URL's
>> Edited by ultimajohn on Sunday 10th November 22:35
On a side note. That vette owner obviously does not need brakes, as with a turbo exhaust pipe that close to this Master cylinder he is not going to have any if he drives it hard.
Just ask Ultima Andy about his Cossy Incident. Nearly lost his life because of a similar thing!!.
Apart from that looks very bulky and heavy.
Just ask Ultima Andy about his Cossy Incident. Nearly lost his life because of a similar thing!!.
Apart from that looks very bulky and heavy.
Actually, the brake master cylinder has not been affected by radiant heat due to the fact that it has been coated with a ceramic thermal barrier coating. Additionally, the downpipe is further away from the master cylinder than it actually appears. Boiling brake fluid or other adverse effects from heat have not been an issue.
As for the appearance of bulk that is subjective of course, but the design is based off of a street and strip proven design by John Meany - engineer and designer of the Accel DFI and Felpro/Speedro/FAST programmable engine managment systems. He is considered one if the top guys in the NMCA/NSCA/NMRA racing series' for engine/turbo design and programming. The design that I used does not feature many of the compromises found in alot of aftermarket turbo systems, such as restricted or limited access to spark plugs, valve covers, etc, nor does it require the use of additional scavenge pumps, etc. The system was built to fit my car and was designed to minimize the effects of heat, while providing good maintenance and service access.
As for wight, the entire engine and turbo assembly weighs 628 lbs, which is not too bad considering a stock, production iron block based SBC generally weighs approximately 575 lbs. Keep in mind that this engine is useed in a street car where relaibility and durability are of primary concern. As a result, heavier gauge material, such as the 16 guage (.065") 321 stainless steel is used, rather than lighter gauges which would be used in a racing application. While it is a few lbs heavier, it is much stronger and less resistant to heat fatiguing and cracking.
As for the appearance of bulk that is subjective of course, but the design is based off of a street and strip proven design by John Meany - engineer and designer of the Accel DFI and Felpro/Speedro/FAST programmable engine managment systems. He is considered one if the top guys in the NMCA/NSCA/NMRA racing series' for engine/turbo design and programming. The design that I used does not feature many of the compromises found in alot of aftermarket turbo systems, such as restricted or limited access to spark plugs, valve covers, etc, nor does it require the use of additional scavenge pumps, etc. The system was built to fit my car and was designed to minimize the effects of heat, while providing good maintenance and service access.
As for wight, the entire engine and turbo assembly weighs 628 lbs, which is not too bad considering a stock, production iron block based SBC generally weighs approximately 575 lbs. Keep in mind that this engine is useed in a street car where relaibility and durability are of primary concern. As a result, heavier gauge material, such as the 16 guage (.065") 321 stainless steel is used, rather than lighter gauges which would be used in a racing application. While it is a few lbs heavier, it is much stronger and less resistant to heat fatiguing and cracking.
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