DIY_EFI Digest Friday, May 28 1999 Volume 04 : Number 315 In this issue: Re: 2.9X posi IRS pumpking donor/halfshaft q? Re: NC: 2.9X posi IRS pumpking donor/halfshaft q? Re: 2.9X posi IRS pumpking donor/halfshaft q? Re: 2.9X posi IRS pumpking donor/halfshaft q? RE: [nw] NC: 2.9X posi IRS pumpking donor/halfshaft q? NC: 2.9X posi IRS pumpking donor/halfshaft q? Re: alternative engines, now Hemi Re: Prowler V6 Re: Getting loans.. (WAY off topic) Re: Turbo'd s.b. chev...in a 69 Camaro? maybe? Re: (no subject) Re: Getting loans.. (WAY off topic) Re: Getting loans.. (WAY off topic) Re: O/T Compression ratio and supercharging, also efi pumps Re: NC: 2.9X posi IRS pumpking donor/halfshaft q? EGT gauge installation/reasoning.... Re: 2.9X posi IRS pumpking donor/halfshaft q? See the end of the digest for information on subscribing to the DIY_EFI or DIY_EFI-Digest mailing lists. ---------------------------------------------------------------------- Date: Fri, 28 May 1999 08:03:08 -0400 From: "Gary Derian" Subject: Re: 2.9X posi IRS pumpking donor/halfshaft q? Those old Datsuns used regular U-joints and ball splines to accommodate the length change. All front wheel drive and independent rear suspension rear wheel drive cars use halfshafts that accommodate length change. Its done in the joint itself. Typically, the outer joint is a CV type (Rzeppa) which can handle high angles but no length variance, and the inner joint is a tripode or similar that can handle only a small angle change but also some length change. These types of joints would require different flanges on your hubs. To get sliding spline joints, visit your local bearing/power transmission shop. Several manufacturers make sliding spline shafts for industrial machinery. Gary Derian > I know this is NC but I'm just amazed at some feedback/backgrounds members > can relate back so here goes. (plus I know theirs several owners of > possible donors on these lists) > > A fella from Detroit called me up this eve. on a net tip from a friend that > I'd checked out swapping a 'vette posi into a Datsun Z car. Neat to hear > his name when he intro'd as I knew it immediately as a fella that had a > gorgeous older Z in Hotrod a year ago April or May as an import w/ domestic > muscle feature. Anyhow, we were trying to figure out how one could > fabricate 'telescoping' halfshaft for such a swap (he thought I'd solved > this but it hadn't even occurred to me yet). Vette's (I'm not v. familiar > w/ their setup) have fixed length halfshafts and our Z's all have > compressible telescoping halfshafts and he hasn't been able to find a shop > that has a clue on fabricating anything similar. Anyone w/ ideers on this > one? He also mentioned that a Viper rear end looked a lot easier to > transplant d/2 it's OEM dimensions ('vette unit needs narrowing etc he > said) but he only found one locally available for big bucks. I've got nil > exposure to other makes etc but thought some BMW's or Mercedes (or any > other) might have feasible donor diff's for this swap as well?? Basically > he's looking for an ~8.25" or larger ring gear posi pumpkin w/ low ratios > (~3 or even less). He said the viper ratio is 3.07, no ideer if other > ratios were available? Dana 60 'vette units only go down to 3.07 and he's > at 3.15 know so that's not much gain for him but he's still interested in > that step if it's all that's available. > > So any ideas/thoughts at all on the halfshaft fabrication (other donor > telescoping parts? our Z ones are too weak for him), other donor diffs w/ > any ratios, and lastly any sources for the viper rear's or others suggested > w/ any ~ costs would be great. He's not on the 'net so I want to > accumulate what I can before phoning back etc. > > PS he runs high 10's in the 1/4 in street trim w/ A/C and a fully insulated > booming slick car that weighs in at 2600lbs wet w/ no driver that also sees > track roadracing several times a year. A seriously cool ride I hope to see > in person some day. Just trying to spread the fun . > > Ross Corrigan / Vancouver, Canada > > '80 327ZX IZCC#255, Edmonton Z-car Club #44, British Columbia ZCR > Life's a journey, not a destination.. Enjoy the pitstops and maximize the > straights > > mailto:zxv@xxx.ca *New ICQ # 11549358 > http://home.iSTAR.ca/~zxv/index.shtml > http://207.212.212.139/~corrigan/gearheads/pics/wheels/sirbg.jpg where a > Z belongs ------------------------------ Date: Fri, 28 May 1999 08:41:26 -0400 (EDT) From: Pat Ford Subject: Re: NC: 2.9X posi IRS pumpking donor/halfshaft q? Previously, you (Ross Corrigan) wrote: > I know this is NC but I'm just amazed at some feedback/backgrounds members > can relate back so here goes. (plus I know theirs several owners of > possible donors on these lists) > > A fella from Detroit called me up this eve. on a net tip from a friend that > I'd checked out swapping a 'vette posi into a Datsun Z car. Neat to hear > his name when he intro'd as I knew it immediately as a fella that had a > gorgeous older Z in Hotrod a year ago April or May as an import w/ domestic > muscle feature. Anyhow, we were trying to figure out how one could > fabricate 'telescoping' halfshaft for such a swap (he thought I'd solved > this but it hadn't even occurred to me yet). Vette's (I'm not v. familiar > w/ their setup) have fixed length halfshafts and our Z's all have > compressible telescoping halfshafts and he hasn't been able to find a shop > that has a clue on fabricating anything similar. how about a fwd half shaft most have a double offset joint on the inboard end. put one of those on either end of a shaft?? > I've got nil > exposure to other makes etc but thought some BMW's or Mercedes (or any > other) might have feasible donor diff's for this swap as well?? Basically > he's looking for an ~8.25" or larger ring gear posi pumpkin w/ low ratios > (~3 or even less). He said the viper ratio is 3.07, no ideer if other Thats aroud the same as a subaru > ratios were available? Dana 60 'vette units only go down to 3.07 and he's > at 3.15 know so that's not much gain for him but he's still interested in > that step if it's all that's available. > > > PS he runs high 10's in the 1/4 in street trim w/ A/C and a fully insulated > booming slick car that weighs in at 2600lbs wet w/ no driver that also sees > track roadracing several times a year. A seriously cool ride I hope to see > in person some day. Just trying to spread the fun . > > Ross Corrigan / Vancouver, Canada > > '80 327ZX IZCC#255, Edmonton Z-car Club #44, British Columbia ZCR > Life's a journey, not a destination.. Enjoy the pitstops and maximize the > straights > > mailto:zxv@xxx.ca *New ICQ # 11549358 > http://home.iSTAR.ca/~zxv/index.shtml > http://207.212.212.139/~corrigan/gearheads/pics/wheels/sirbg.jpg where a > Z belongs - -- Pat Ford email: pford@xxx.com QNX Software Systems, Ltd. WWW: http://www.qnx.com (613) 591-0931 (voice) mail: 175 Terrence Matthews (613) 591-3579 (fax) Kanata, Ontario, Canada K2M 1W8 ------------------------------ Date: Fri, 28 May 1999 06:47:26 -0700 (PDT) From: Jim Davies Subject: Re: 2.9X posi IRS pumpking donor/halfshaft q? On Fri, 28 May 1999, Gary Derian wrote: > Those old Datsuns used regular U-joints and ball splines to accommodate the > length change. All front wheel drive and independent rear suspension rear > wheel drive cars use halfshafts that accommodate length change. Its done in > the joint itself. Typically, the outer joint is a CV type (Rzeppa) which > can handle high angles but no length variance, and the inner joint is a > tripode or similar that can handle only a small angle change but also some > length change. These types of joints would require different flanges on > your hubs. > Splines tend to lock up under the high torques that half shafts can see. This effectively locks the suspension, although the effect of this varies depending on the design of the suspension and the amount of torque. A plunge joint is less likely to do this. Thats why the old Mopar Ball& Trunnion joint was used as an inner joint on half-shafts for Indy, etc. A tripod would be better, of course [assuming it has sufficient strength] > > other) might have feasible donor diff's for this swap as well?? Basically > > he's looking for an ~8.25" or larger ring gear posi pumpkin w/ low ratios > > (~3 or even less). He said the viper ratio is 3.07, no ideer if other > > ratios were available? Dana 60 'vette units only go down to 3.07 and he's > > at 3.15 know so that's not much gain for him but he's still interested in > > that step if it's all that's available. > > The Viper uses a 44 Dana\Spicer center section. Older Jags used a similar 44 center section in their IRS vehicles. Corvette never used any Dana 60s. You can swap in most other 44 R&Ps in any of the above 44s. If you use a 3.73 or lower [3.9, 4.09, 4.56 etc] you will have to change the carrier. ------------------------------ Date: Fri, 28 May 1999 10:02:14 -0400 From: "C. Brooks" Subject: Re: 2.9X posi IRS pumpking donor/halfshaft q? Contact Six States Distributors. They helped an acquaintance (Note I did not say friend, I don't have the details on the swap but I did see pics of the finished project :) put an IRS in the back of a Toyota 4X4. http://www.gowheels.com/sixstates/ They made a couple miniature driveshafts with several inches of travel. Depending on the mounting configuration i.e.. U-joint type... This might work fairly well in your case as well. Charles Brooks - -----Original Message----- From: Ross Corrigan To: kv@xxx.org Date: Friday, May 28, 1999 5:00 AM Subject: NC: 2.9X posi IRS pumpking donor/halfshaft q? >I know this is NC but I'm just amazed at some feedback/backgrounds members >can relate back so here goes. (plus I know theirs several owners of >possible donors on these lists) > >A fella from Detroit called me up this eve. on a net tip from a friend that >I'd checked out swapping a 'vette posi into a Datsun Z car. Neat to hear >his name when he intro'd as I knew it immediately as a fella that had a >gorgeous older Z in Hotrod a year ago April or May as an import w/ domestic >muscle feature. Anyhow, we were trying to figure out how one could >fabricate 'telescoping' halfshaft for such a swap (he thought I'd solved >this but it hadn't even occurred to me yet). Vette's (I'm not v. familiar >w/ their setup) have fixed length halfshafts and our Z's all have >compressible telescoping halfshafts and he hasn't been able to find a shop >that has a clue on fabricating anything similar. Anyone w/ ideers on this >one? He also mentioned that a Viper rear end looked a lot easier to >transplant d/2 it's OEM dimensions ('vette unit needs narrowing etc he >said) but he only found one locally available for big bucks. I've got nil >exposure to other makes etc but thought some BMW's or Mercedes (or any >other) might have feasible donor diff's for this swap as well?? Basically >he's looking for an ~8.25" or larger ring gear posi pumpkin w/ low ratios >(~3 or even less). He said the viper ratio is 3.07, no ideer if other >ratios were available? Dana 60 'vette units only go down to 3.07 and he's >at 3.15 know so that's not much gain for him but he's still interested in >that step if it's all that's available. > >So any ideas/thoughts at all on the halfshaft fabrication (other donor >telescoping parts? our Z ones are too weak for him), other donor diffs w/ >any ratios, and lastly any sources for the viper rear's or others suggested >w/ any ~ costs would be great. He's not on the 'net so I want to >accumulate what I can before phoning back etc. > >PS he runs high 10's in the 1/4 in street trim w/ A/C and a fully insulated >booming slick car that weighs in at 2600lbs wet w/ no driver that also sees >track roadracing several times a year. A seriously cool ride I hope to see >in person some day. Just trying to spread the fun . > >Ross Corrigan / Vancouver, Canada > > '80 327ZX IZCC#255, Edmonton Z-car Club #44, British Columbia ZCR >Life's a journey, not a destination.. Enjoy the pitstops and maximize the >straights > >mailto:zxv@xxx.ca *New ICQ # 11549358 >http://home.iSTAR.ca/~zxv/index.shtml >http://207.212.212.139/~corrigan/gearheads/pics/wheels/sirbg.jpg where a >Z belongs > ------------------------------ Date: Fri, 28 May 1999 07:28:51 -0700 From: Don Berry Subject: RE: [nw] NC: 2.9X posi IRS pumpking donor/halfshaft q? What about the front drive shaft from a 4x4 truck. I'm sure that the 1 ton stuff would be heavy enough. -----Original Message----- From: Ross Corrigan [mailto:zxv@xxx.ca] Sent: Thursday, May 27, 1999 10:49 PM To: kv@xxx.com Subject: [nw] NC: 2.9X posi IRS pumpking donor/halfshaft q? I know this is NC but I'm just amazed at some feedback/backgrounds members can relate back so here goes. (plus I know theirs several owners of possible donors on these lists) A fella from Detroit called me up this eve. on a net tip from a friend that I'd checked out swapping a 'vette posi into a Datsun Z car. Neat to hear his name when he intro'd as I knew it immediately as a fella that had a gorgeous older Z in Hotrod a year ago April or May as an import w/ domestic muscle feature. Anyhow, we were trying to figure out how one could fabricate 'telescoping' halfshaft for such a swap (he thought I'd solved this but it hadn't even occurred to me yet). Vette's (I'm not v. familiar w/ their setup) have fixed length halfshafts and our Z's all have compressible telescoping halfshafts and he hasn't been able to find a shop that has a clue on fabricating anything similar. Anyone w/ ideers on this one? He also mentioned that a Viper rear end looked a lot easier to transplant d/2 it's OEM dimensions ('vette unit needs narrowing etc he said) but he only found one locally available for big bucks. I've got nil exposure to other makes etc but thought some BMW's or Mercedes (or any other) might have feasible donor diff's for this swap as well?? Basically he's looking for an ~8.25" or larger ring gear posi pumpkin w/ low ratios (~3 or even less). He said the viper ratio is 3.07, no ideer if other ratios were available? Dana 60 'vette units only go down to 3.07 and he's at 3.15 know so that's not much gain for him but he's still interested in that step if it's all that's available. So any ideas/thoughts at all on the halfshaft fabrication (other donor telescoping parts? our Z ones are too weak for him), other donor diffs w/ any ratios, and lastly any sources for the viper rear's or others suggested w/ any ~ costs would be great. He's not on the 'net so I want to accumulate what I can before phoning back etc. PS he runs high 10's in the 1/4 in street trim w/ A/C and a fully insulated booming slick car that weighs in at 2600lbs wet w/ no driver that also sees track roadracing several times a year. A seriously cool ride I hope to see in person some day. Just trying to spread the fun . Ross Corrigan / Vancouver, Canada '80 327ZX IZCC#255, Edmonton Z-car Club #44, British Columbia ZCR Life's a journey, not a destination.. Enjoy the pitstops and maximize the straights mailto:zxv@xxx.ca *New ICQ # 11549358 http://home.iSTAR.ca/~zxv/index.shtml http://207.212.212.139/~corrigan/gearheads/pics/wheels/sirbg.jpg where a Z belongs ------------------------------ Date: Fri, 28 May 1999 10:53:44 -0400 (EDT) From: Jay Snyder Subject: NC: 2.9X posi IRS pumpking donor/halfshaft q? BMW differentials (all IRS) are availible in: 2.79,2.93,3.15,3.23,3.25,3.45,3.64,3.73,4.10,4.45 ratios. For a car with as much power as that Z has, you'll want one from one of the higher performance BMWs liek the 540i, M5, and M3. I believe the '94-'96 540i had a 2.93 rear. The BMW USA webpage (www.bmwusa.com) specs the new 540i as having a 2.81 final drive. Good luck, Jay '67 Firebird 400 Conv '89 BMW 325i ------------------------------ Date: Fri, 28 May 1999 09:18:43 -0700 From: "Todd....!!" Subject: Re: alternative engines, now Hemi OUCH! Well Fred, There may be more 400's BB Mopes than 440's in certain junkyards... Which would you prefer? I may get a 400 with my 401K money I'm about to get back... The head of a Mopar weigh abotu 67 lbs each, without spark plugs, with everything else...except valve covers... That's about 134 lbs. just in the heads, the short block weighs what at least 200 lbs. Will have to weigh my lil 383 short block, or maybe my buddy's 440 short block in his 70 tubbed Cuda. This Cuda's just sittin in my garage with the 440 6-pak short block sittin in the engine bay with no trans or heads! It has the motor mounts connected and the back of the engine's just sittin on the steering linkage, I believe! OUCH! Anyone know how much a 440 short blockeven weighs? More than a s.b. chev, less than a 460 ford? maybe? Later! Todd....!! Frederic Breitwieser wrote: > > > rollers themselves! ALL 16 of em! > > Its actually a good design - less parts, no pushrods to bend or wear, > yada yada. > > > > That's my current delimma with my Eclipse, the lil adjusters are > > > supposedly $20 each! Times 16 of em puts me WAY over budget for that > > get a used set of heads from the junkyard for $50 a pop after > listening to the car. Also, have you checked aftermarket parts for > your heads? Might be less expensive than Mitsu parts, though not > always. Check around! > > > ENTIRE friggin 440 didn't even cost more than $135 from the junk yard! > > See, I need to find a junkyard with a supply of decent, running > 440's. Up here in CT old dodges (especially trucks) are lifted right > off the flatbed/tow truck right into the squisher. > > Though, they have four (not one, FOUR) yugo's in the back. Can't > imagine why. > > -- > > Frederic Breitwieser > Bridgeport CT 06606 > > 1993 Supercharged Lincoln Continental > 1989 HWMMV w/turbocharged 500cid Caddy > 1975 Dodge D200 Club Cab soon to have 431 stroker + turbos > 2000 (I hope) Buick GTP (Mid-Engined Sports Car) ------------------------------ Date: Fri, 28 May 1999 09:29:29 -0700 From: "Todd....!!" Subject: Re: Prowler V6 Hi David, Thanks for the correction on the hp figures! I think I'm stuck in the profit margin calculation mode?, whereas a 30% Profit margin would be 200hp/(1-.3) Which STILL doesn't quite make it to 300hp, but 284 hp or so! Matter of fact, just yesterday, at the dollar store, I laid out $5 worth of quarters, grouping the quarters in groups of FIVE! What's that? Should've been in groups of 4, ya know? Was corrected by the cashier.. who correctly grouped the quarters in groups of FOUR! LOL As for forged vs. cast cranks n rods... Whilst in Louisville, Kentuckey a few summers ago, QUITE a few, back in college, I went by a steel plant... they had a bunch a cranks that they were creating out of RAW MOLTEN STEEL!! COOL? Anyhoo they said that the cranks were for Toyota Camry's! They were FORGED!!! NEW CAMRY'S, at least about 5 to 8 years ago had FORGED CRANKS, didn't see any rods lyin around.... So ya see, when ya say 'plain vanilla', back in the 60's and early 70's and some MAYBE EVEN NOW, ALL Mopars came with FORGED cranks and rods, wheras most others had meager cast units.... I've heard that most s.b. chev 4-bolt main blocks had forged cranks, but this hasn't been sildified/proven yet to me anyways, anybody? I'm Just a wonderinnnnnnn fooooooooooooooo.............!! LATER! Todd....!! David A. Cooley wrote: > > > However, my STOCK 440 can put out well over double it's stock power > > rating with NO mods except the blower... What about that? Are is that > > like comparin apples n oranges or somethin.... or tin cans vs. aluminum > > cans...? lol > > > > However, even with only a 30% increase in HP from 200 hp to 300 hp this > > would bring the e.t.'s from mid 14's to mid 12's, a GREAT improvement! > > and that may even make the prowler a Viper contender, at least in the > > 1/4 mile, ey? > > 30% more from a 200HP engine would be 260... 50% more would be 300 > > > > > I think the bottom end would hold double... > > > > In the old days, the big ol muscle v-8's could hold around 3 or more > > times the stock advertisedd HP!! I'm pretty sure the newer engine's can > > hold at least DOUBLE, don't ya think? > > > > Nope... They try so hard to cut costs that MOST engines are built at the > ragged edge of holding together anymore... > A good performance engine now adays may hold another 50% but not double. > > > Wonder if the Prowlers crank and/or rods are forged? > > Nope... It's a plain vanilla V6 that they also put in their FWD cars. > > > > > Just look at what the shtang dudes are doin with BONE STOCK 5.0 engines! > > with the paxtons and s, t, u, v, w, x, y, & z trim centrif. > > superchargers.... > > > > That 5.0 is a 30 year old design... The new 4.6 won't hold much more than > 30% over stock without new crank, rods etc, and the 4.6 has been the ONLY V8 > stang motor for the last 2-3 years. > > > Stock the stangy pulls a MAX of 225 hp at the flywheel, these dudes are > > pushin AT LEAST double that with these chargers! Ya know! > > > > That's what they'd like you to believe... Most are lucky to get 300HP with > TONS of cash dumped into the car. I know plenty of Stang owners that would > love to see 400HP without buying a complete new engine. ------------------------------ Date: Fri, 28 May 1999 09:13:58 -0700 From: "Todd....!!" Subject: Re: Getting loans.. (WAY off topic) Hello Michael, Stupid meaning what? Do you believe that a bank giving a 'loan' to someone who puts the exact same amount as the loan in a savings account at that bank for collateral as bing STUPID? They have NO risk whatsoever on that loan, plus they get the interest from the loan when all is said and done... That' sounds like a no risk type of loan to me as far as the bank's concerned.... I may not have conveyed the theory well.... ANY bank will give a loan for cash as long as you give them that same amount of cash in an account.... I'll let ya know how it goes.... The banker may ask why you would even want a loan if you already have the money, all ya have to tell em is that you have a hard time saving money, and that if it were in the form of a loan that you would have more of a reason to save the money, or somethin like that... Simple... Easy... Works... Purpose is to build repore and confidence with the lender... LATER! Todd.... - ----------- Stegbauer, Michael wrote: > > > Will be goin out and gettin loans using this $3,000 as my collateral in > > several banks in series, i.e. deposit the $3000 in one bank, get a loan > > using it as collateral, take the loan money from the first bank, deposit > > it into another bank, get a loan on that money etc.... > > > > Then mak 2 or 3 payments on each 'loan' over a 6 week period using the > > $3,000 'loan' money for payment money, then go back within about 6 weeks > > or so and pay all of em off, then ask for a signature loan from each > > bank for about the same amount...(signature meaning NO COLLATERAL!) and > > do the same thing with that signature loan money... This will build > > credit with the bank(s) as well as a relationship with em... > > Wow! I'm looking into buying some land. If the loan officers in > Houston are this stupid, maybe I should get a loan there. ------------------------------ Date: Fri, 28 May 1999 09:34:57 -0700 From: "Todd....!!" Subject: Re: Turbo'd s.b. chev...in a 69 Camaro? maybe? Hi Grumpy, In mine eyes, I believe buildin a f.i.'s turbo'd v8 WIHTOUT an intercooler is like buildin a normally aspirated v8 with only 4 pistons.... The benefits of the turbo are less than half of that if designed WITH an intercooler.... Plus the turbo and engine incur WAY more thermal stress and are short lived in comparison... It's like building a car without a radiator.... A watercooled housing is a big help as far as oil breakdown within the turbo bushing/bearing area...where most of the oil breakdown occurs in a turbo engine due to the intense heat exposure in this area... LATER! Todd.... http://www.c-com.net/~atc347/toddlnk.htm Bruce Plecan wrote: > > From: Todd....!! > Subject: Re: Turbo'd s.b. chev...in a 69 Camaro? maybe? > > | I'm TOTALLY interested in turbo(s), WITH INTERCOOLING! > | Intercoolin is a must in these days of enlightment n all... > > Not really just one way to do something. > Grumpy ------------------------------ Date: Fri, 28 May 1999 09:38:52 -0700 From: "Todd....!!" Subject: Re: (no subject) That's QUICK for ANY car John! Good Deal man! Can't WIAT to see the specs on your twin turbo proj as well!! ALSO, would ya happen to have the rest of your best time slip handy? I'd like to see the 60ft., 330ft., etc. times and mph... for comparison reasons... I have a car that has ran a best of 14.6 at 89 mph....would like to see the diff's... Thanks! LATER! Todd.... http://www.c-com.net/~atc347/toddlnk.htm - ---------- FHPSTANG1@xxx.com wrote: > > First night at the track for the 2.3L Turbo (Originally MERKUR motor) 86/89 > mustang. It kept running mid 15's. We discovered a burnt coil wire, and > swapped one out with another car. It then ran high 14's. Best time so far > 14.61 @xxx. > > The only mods so far are a free flowing exhaust (The muffler fell off), 16º > of Cam retard, 10 initial spark timing, and 15psi boost. Shift points are at > 6K rpm using a 4+1 (Straight Six 5 speed Manual tranny). Launches are at 4K. > and this is on a peg legged 195/75R14 tire, 3.73 7.5" rear end. Other than > that, the motor is STOCK.... LOL. > > What does a stock Merkur XR4Ti run? Or one with similar Mods.. > > I just would like to say thanks to the list members that have helped this > project along the way. Total cost so far (Including price of car) is $600. > Not bad.. $600 running 14's. Next I will be working on my 79 Twin Turbo 5.0 > EFI project, and I know I will need help with that one! > > John Miller > 91 FHP Special Service > 86/89 stang & 2.3L Turbo Merkur motor Hybrid > 84 GT350 5.0 T-Top > 79 Twin Turbo EFI 5.0 PROJECT ------------------------------ Date: Fri, 28 May 1999 09:48:37 -0700 From: "Todd....!!" Subject: Re: Getting loans.. (WAY off topic) If ya calulate the interest on a $1,000 loan with an APR of, what, 10% MAX. Multiply $1,000 by 10%, this equals $100, then divide the $100 by 12 months in a year, this gives ya about $10/mo interest MAX. The entire loan only lasts about 6 weeks so thats about $15 MAX for interest, however, since the loan is a SECURED loan SECURED with CASH MONEY in THEIR BANK, the interest rate should be less than a normal unsecured loans' interest would be... so the interest lost would be minimal... THEN we must look at the BIG picture, we're building a repore with a bank which in the end will allow us to borrow money thru unsecured loans, which will allow us to purchase propertis that we would otherwise be unable to purchase.... The siz week loan period is to get within the visible loan length range where the banks and other lending institution will notice the loans... Any shorter length than 6 weeks will go unnoticed by most banks... Then the SUPER big picture is to be able to fund a f.i.'d twin turbo 451/440 project for the Superbee.... which is why I'm here learning as much as I can before doin any buying or investing in parts..... Take it easy!, Sincerely, Todd....!! http://www.c-com.net/~atc347/toddlnk.htm William T Wilson wrote: > > On Thu, 27 May 1999, Stegbauer, Michael wrote: > > > > Will be goin out and gettin loans using this $3,000 as my collateral in > > > several banks in series, i.e. deposit the $3000 in one bank, get a loan > > > using it as collateral, take the loan money from the first bank, deposit > > > it into another bank, get a loan on that money etc.... > > A stunt like this will cost you a fortune in interest. However, it's > mathematically sound. Basic economics class will demonstrate that exactly > the same phenomenon is already at work and makes the banking system go. > > It is marginally useful for building credit references, but otherwise, > won't do you much good. The credit bureaus know how much money you have > loaned out total, and they know how many loans you have, too. And, of > course, you have to pay the interest on the total amount you have > borrowed whether it is in small or large lumps. ------------------------------ Date: Fri, 28 May 1999 09:49:47 -0700 From: "Todd....!!" Subject: Re: Getting loans.. (WAY off topic) Borrowing money on borrowed money is not a federal offense man, but I may just be TOTALLY ignorant of most things...meaning that I don't know EVERYTHHING, hardly anything matter of fact... So, what's Check Kiting? Thanks! Todd....!! Peter D. Hipson wrote: > > Careful, that's very close to check kiting... A federal offence, btw. > > At 12:37 PM 5/27/99 -0700, you wrote: > > > >> Will be goin out and gettin loans using this $3,000 as my collateral in > >> several banks in series, i.e. deposit the $3000 in one bank, get a loan > >> using it as collateral, take the loan money from the first bank, deposit > >> it into another bank, get a loan on that money etc.... > >> > >> Then mak 2 or 3 payments on each 'loan' over a 6 week period using the > >> $3,000 'loan' money for payment money, then go back within about 6 weeks > >> or so and pay all of em off, then ask for a signature loan from each > >> bank for about the same amount...(signature meaning NO COLLATERAL!) and > >> do the same thing with that signature loan money... This will build > >> credit with the bank(s) as well as a relationship with em... > > > >Wow! I'm looking into buying some land. If the loan officers in > >Houston are this stupid, maybe I should get a loan there. > > > > > > > Thanks, > Peter Hipson (founder, NEHOG) > 1995 White NA Hummer Wagon ------------------------------ Date: Fri, 28 May 1999 09:55:54 -0700 From: "Todd....!!" Subject: Re: O/T Compression ratio and supercharging, also efi pumps FYI - I ran AVgas(Aviation fuel) right from outa the airplane fueler tanker (They DIDN'T USE THE GROUND STRAP FROM THE TANKER TO THE CAR, but DID on all the planes, that coulda hurt!) into my 73 Camaro with a 383 stroker, closed chambered small valve heads(1.94), Edelbrock tunnelram w/ dual 600 vac holleys, 4-speed, and 3.73 limited slip 10-bolt rear... was at about 10.5:1 compression... first 5 gallons in the new motor were AVGAS, as were the next few tanks.... kinda expensive... started mixin super and avgas, then went to straight superunleaded(93 octane)... Everyone told me it was only 100 octane, the exhaust smelled like race gas to me.... LATER! Todd.... dzorde@xxx.com wrote: > > Dave, its a Fiat 903cc, 4cyl, bore/stroke=65.6mmx69mm, 5 port alloy head, max > power rpm=8000. did some measurements last night. Chamber volume=21cc, deck > height=0.889mm, headgasket=66.7mmx1.6mm (uncompressed). In this configuration I > can only bring compression back to around 8.8:1 (9.5:1 std), and I guess with a > compressed head gasket this will be closer to 8.9:1. As I'm not ready to get > into any machine work I'll take the chance and see how it goes at this > compression, if I have to water inject it as well so be it. I just need to get > the car running well enough for me to start on the fuel injection side of > things. Although this will be a dedicated race car it would be nice to just run > on 96 leaded, but if I have to mix Toluene in it and bring it up I can do that, > or i can just run avgas (which according to CAMS is 106 octane in OZ). > > Anyway for something completely different and efi related, a thread a while ago > was boosting fuel pump voltage for increased flow. Well I may have a very > simple solution for those interested. Found this by pure accident. 2 weeks ago > my fuel pump was very noisy and the frequency of the noise was going up and down > and the car was running excessively rich (4km/litre). Anyway it turned out the > alternator was pumping out 16.5V sometimes dropping back to 14V as it should. > Problem turned out to be a dodgy connection where the wire for the charge light > plugs on. > > Now it would seem that floating this connection caused the alternator to > increase output voltage, so maybe a simple switch in line disconnecting this pin > when you need that extra fuel pressure. Any explanation ? > > Dan dzorde@xxx.com > > Keep Me Posted. What is CID? Qty Cyl? Bore size? Alum Head? RPM at max > Pwr? All and more contribute, but found 8:1 lowest practical. May need to > mix race fuel 30% for over 12 psi tho. > > > > TurboDave ------------------------------ Date: Fri, 28 May 1999 10:21:44 -0700 From: "Todd....!!" Subject: Re: NC: 2.9X posi IRS pumpking donor/halfshaft q? OK Ross... In order to run under like 12's or so on most tracks, at least in the US, you can't even run an IRS rear end! How he's runnin 10's more tthan ONCE on any trrakc in America, if that's where he got the 10's at, is VERY RARE indeed! Maybe at an ALL Z car rod run at the strip or somethin, but NHRA rules are NHRA rules.... no matter what the occasion... Maybe I'm missing somethin...? For example, I MUST be missing some sorta loop hole, cuz a BONE STOCK Viper GTS was runnin in the 10.1xx at teh Houston Raceway park track justa few months ago at the Hennessey Viper Shootout where 26 Vipers turned out as well as one trailered Vette, which I didn't see come off the trailor the entire time... Looked GREAT though... Was red and had custom rims n all.. Before ya get your panties in a bunch, I must add that the 10 second Viper was runnin lil slicks in the rear and front runners up front, and had a 400 shot a NOS! and TWO(2) mechanics messin with the plugs to verify correct nos/a/f mixture... He 'said' that the whole engine was STOCK!! except the nos injectors, a course! Reason I tell ya this is cuz ALL the Vipers were IRS as they've always been and a LOT of em were under the times which normally require that the car NOT be equipped with IRS! But then again, MOST of em didn't have roll bars or other safety equipment that is required on ALL other cars including MINE... When I go to the track! Like a drive shaft loop! Man are they strict! Good for us, right? As for the rear end, I have a 3,000+ lb. 1972 Jaguar XJ6 with a 4 barrel 455 Buick in it, the rear end in it has held up to the meager low 14 second e.t.'s, but it's geared up for the 6-cylinder, probably closer to 4.x than 3.x:1.... ALSO, when lookin at the aprts holdin the wheel straight on that rear end, I am wonderin HOW it held 510+ ft. lb.s of torque at the track! I don't think I'll be puttin too sticky of tires on this baby! Hope I helped! ALSO, why doesn't the dude just use the Viper rear? The Viper rear IS a tid bit heavier than the Vette setup, however, the Viper rear holds MORE tire to the ground, thus more than compensating fo rhte excess weight of itself...according to an article that compared the New Vette to the NEW GTS.... Wasn't a good article for the Vette... I love BOTH and would drive either... Would REALLY like to get my hands on a Viper DEFENDER!! Cool? Later, Todd.... http://www.c-com.net/~atc347/toddlnk.htm Ross Corrigan wrote: > > I know this is NC but I'm just amazed at some feedback/backgrounds members > can relate back so here goes. (plus I know theirs several owners of > possible donors on these lists) > > A fella from Detroit called me up this eve. on a net tip from a friend that > I'd checked out swapping a 'vette posi into a Datsun Z car. Neat to hear > his name when he intro'd as I knew it immediately as a fella that had a > gorgeous older Z in Hotrod a year ago April or May as an import w/ domestic > muscle feature. Anyhow, we were trying to figure out how one could > fabricate 'telescoping' halfshaft for such a swap (he thought I'd solved > this but it hadn't even occurred to me yet). Vette's (I'm not v. familiar > w/ their setup) have fixed length halfshafts and our Z's all have > compressible telescoping halfshafts and he hasn't been able to find a shop > that has a clue on fabricating anything similar. Anyone w/ ideers on this > one? He also mentioned that a Viper rear end looked a lot easier to > transplant d/2 it's OEM dimensions ('vette unit needs narrowing etc he > said) but he only found one locally available for big bucks. I've got nil > exposure to other makes etc but thought some BMW's or Mercedes (or any > other) might have feasible donor diff's for this swap as well?? Basically > he's looking for an ~8.25" or larger ring gear posi pumpkin w/ low ratios > (~3 or even less). He said the viper ratio is 3.07, no ideer if other > ratios were available? Dana 60 'vette units only go down to 3.07 and he's > at 3.15 know so that's not much gain for him but he's still interested in > that step if it's all that's available. > > So any ideas/thoughts at all on the halfshaft fabrication (other donor > telescoping parts? our Z ones are too weak for him), other donor diffs w/ > any ratios, and lastly any sources for the viper rear's or others suggested > w/ any ~ costs would be great. He's not on the 'net so I want to > accumulate what I can before phoning back etc. > > PS he runs high 10's in the 1/4 in street trim w/ A/C and a fully insulated > booming slick car that weighs in at 2600lbs wet w/ no driver that also sees > track roadracing several times a year. A seriously cool ride I hope to see > in person some day. Just trying to spread the fun . > > Ross Corrigan / Vancouver, Canada > > '80 327ZX IZCC#255, Edmonton Z-car Club #44, British Columbia ZCR > Life's a journey, not a destination.. Enjoy the pitstops and maximize the > straights > > mailto:zxv@xxx.ca *New ICQ # 11549358 > http://home.iSTAR.ca/~zxv/index.shtml > http://207.212.212.139/~corrigan/gearheads/pics/wheels/sirbg.jpg where a > Z belongs ------------------------------ Date: Fri, 28 May 1999 10:29:31 -0700 From: "Todd....!!" Subject: EGT gauge installation/reasoning.... Someone posted a GREAT informative link about whree and why to install an EGT gauge... The link is http://www.myzero.com/gauges/egt.html The author states that if given a choice between having to choose between an EGT and an a/f meter, that he'd choose the EGT due to its ability to output the engine's CONDITION vs. the a/f ratio's mixture going into the engine... Sounds loogical to me.... I've seen an EGT on an aftermarket Banks turbo unit on a diesel truck of a buddy's Dad... Was pretty cool.. LATER! Todd.... ------------------------------ Date: Fri, 28 May 1999 11:33:18 -0400 From: "Gary Derian" Subject: Re: 2.9X posi IRS pumpking donor/halfshaft q? Right. I meant to say ball splines. Plain splines do lock up under torque. Gary Derian > > Splines tend to lock up under the high torques that half shafts can see. > This effectively locks the suspension, although the effect of this varies > depending on the design of the suspension and the amount of torque. A > plunge joint is less likely to do this. Thats why the old Mopar Ball& > Trunnion joint was used as an inner joint on half-shafts for Indy, etc. A > tripod would be better, of course [assuming it has sufficient strength] ------------------------------ End of DIY_EFI Digest V4 #315 ***************************** To subscribe to DIY_EFI-Digest, send the command: subscribe diy_efi-digest in the body of a message to "Majordomo@xxx. 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