great neighbour.
Post your project car!
- Thread starter Ruffles
- Start date
Indeed. He helped us build this at school 1992-1994.....by sheer dumb luck, I now live next door to him.
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That's proper. I inherited a Trident and that bike was a turd. I did make a pretty penny selling it, though.
as the owner of a g37s i'll say it's hard and expensive to gain much from it w/o adding turboz. it's a fun car but you're safe.
I looked at the 370Z NISMO and I didn't fit. I was told the G37 has more room, but they didn't have one for sits. Sport Coupe, has a legal back seat my daughter could squeeze into, but I haven't made up my mind. My car is in need of some things soon and replacing it is tough, but dropping $3k on a OE clutch is far from easy for a cheap bastard like me. If only I could change that bitch myself, it would be $500 in parts.
After seeing this, I am thinking turbos might be an option in my '63 Impala project.
You will probably find they are not great for wookies.I looked at the 370Z NISMO and I didn't fit. I was told the G37 has more room, but they didn't have one for sits. Sport Coupe, has a legal back seat my daughter could squeeze into, but I haven't made up my mind. My car is in need of some things soon and replacing it is tough, but dropping $3k on a OE clutch is far from easy for a cheap bastard like me. If only I could change that bitch myself, it would be $500 in parts.
After seeing this, I am thinking turbos might be an option in my '63 Impala project.
The same dealership had a low mile Cayman I wanted to fart in, but it sold before I got there. It was an auto and I have decided I hate paddle shifters anyway, but a few donuts would have been fun.
I'm 6'4", so I fit in MOST things ok. Both my C4 and C5 have plenty of room even wearing a helmet, and I know I fit in the C6 just fine, too. My only real issue with the C5 is the gawd awful seats. But there are only a hand full of seats that will actually fit in the tiny seat space.
The Recaro's in the NISMO are a proper seat. I wish those fit in mine.
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Hey guys, check it out! My my project over the last year and current ride got a feature on ChopCult! I couldn't be more honored.
http://www.chopcult.com/news/articles/belly-goat.html
http://www.chopcult.com/news/articles/belly-goat.html
I like it, only two more suspension parts to add for now. test drive went well going to fine tune the ride this weekend
Was messing around with the carburetors again. Cool to see the reversion pulse from the intake tract.
currently building a 650+ hp daily driver in the shop, 4 grand worth of parts alone.
With all this talk lately about cars I forgot that I haven't posted any updates to my Volvo project. Anyway, I had decided that I wanted to get a little more performance out of the old motor so I did a fair amount of head work. Sent a junkyard head to a machine shop to get a 3 angle valve job and get machined to increase the compression ratio from a measured 7:1 to closer to 9:1. My eventual goal is a 10:1 ratio but I left room to deck the block if I ever get the bottom end rebuilt. I decided to do some porting on the head. Never done anything like this and it is a bit of an art. I just thought of where I would want to go if I was a bunch of hot air.
Before
Before
Stock rocker arms are supposed to be a 1.5:1 ratio but are notoriously off and all over the place.. Had a bag of 60 or so junk yard rocker arms. Measured each one to get a set all close to 1.5:1. Most were closer to 1.4:1
No pictures but I installed new valves with double springs to prevent float at higher RPMs. Stock valves would start to get unstable at 5500 rpm. I expected to push the new setup to 7000.
No pictures but I installed new valves with double springs to prevent float at higher RPMs. Stock valves would start to get unstable at 5500 rpm. I expected to push the new setup to 7000.
what is that going into?
What kind of Volvo? Ive built a Volvo or 2 in my time...
In addition to the head work I decided to fuel inject the old son of a bitch. First step was to install a high pressure in tank electronic fuel pump. The stock tank is rather shallow so I had to cut a hole in the bottom and weld in a little well. I dodged a bullet because the tank had previously been repaired via brazing. You can't weld metal that has been brazed, out of sheer luck the section I picked was clean. I managed to weld the very thin and irreplaceable tank with out burning holes in it or blowing myself up. Final install picture sans complete plumbing and wiring.
'66 amazon wagon. Pictures earlier in the thread.
With the head and fuel system done I installed a set of fuel injected Individual Throttle bodies. I had to find a set of rare intake manifolds that allows the use of some old Weber DCOE side draft carburetors. The jenvey throttle bodies are designed as drop in replacements for the Webers. One of the reasons ITBs are rarely used (besides cost) is that there is no common plenum that can be used as a source of constant vacuum. A fuel injection system needs to know the amount of air going into the engine. An easy way of doing this is by measuring the amount of vacuum in the intake. A less sophisticated alternative is to just read the throttle position sensor. I decided to cobble up a vacuum system that I could use for the ECU. I drilled holes in each intake plenum, connected vacuum lines with checkvalves that go all back to a common manifold. It worked really well, I got a constant vacuum reading to use with both the ECU and a vacuum referenced fuel pressure regulator.
Trumpets are the sexiness.
I used a Megasquirt DIY fuel injection system. Initial tuning was pretty simple. I had issues running electronic ignition timing from using the points on the distributor. Ended up mounting a crank angle wheel and sensor. This not only allowed me to run accurate electronic timing but also running in semi-sequential injection mode. The only real tuning challenge was with acceleration enrichment. The throttle linkage uses all linkages and bell cranks. Engine vibration caused a noisy TPS signal, a lot of trial and error and filtering eventually netted a good result.
At the end of the day, the head work and fuel injection made a massive difference in performance. It is still old and slow but 0-60 times improved by 25%. I don't know about peak HP, but that means an average HP increase of 25%. The higher compression ratio really boosted low end torque and the porting + ITBs lets it pull really strong all the way to 6500 rpm. She sings quite the song at full throttle and high rpms.
Trumpets are the sexiness.
I used a Megasquirt DIY fuel injection system. Initial tuning was pretty simple. I had issues running electronic ignition timing from using the points on the distributor. Ended up mounting a crank angle wheel and sensor. This not only allowed me to run accurate electronic timing but also running in semi-sequential injection mode. The only real tuning challenge was with acceleration enrichment. The throttle linkage uses all linkages and bell cranks. Engine vibration caused a noisy TPS signal, a lot of trial and error and filtering eventually netted a good result.
At the end of the day, the head work and fuel injection made a massive difference in performance. It is still old and slow but 0-60 times improved by 25%. I don't know about peak HP, but that means an average HP increase of 25%. The higher compression ratio really boosted low end torque and the porting + ITBs lets it pull really strong all the way to 6500 rpm. She sings quite the song at full throttle and high rpms.
