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Re: A15 turbo manifold build
No life (a.k.a. DattoMaster)
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The only thing that could have been better to achieve that angle
was to angle cut the inlet wall by making the plenum a little longer
at the front and have the throttle flange welded on to have it bolted up.

like this but a little longer and opposite angle etc
Open in new window

Posted on: Yesterday 1:01

Edited by D on 2019/9/15 3:28:18
Edited by D on 2019/9/15 3:28:52
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Re: SR20VE vs F22C vs VQ35/7 best power TQ to engine weight
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Nissan 3.4 lt V6 itbs raceweight


Bore 96.5mm
Stroke 77.4mm
Length 505mm
Width(across heads) 580mm
Height (underside of sump-top of trumpets) 588mm
C/I crank shaft - underside of sump 102mm
Dry sump 5 stage pump - pressure + 4 scavenge
Clutch 5 sintered

LMP 675 class - 44 mm restrictor
Power 480 / 500 HP @ 9500 rpm
Torque 310 lbs ft @ 7500 rpm
Weight 125 Kg. (dry, ex clutch and exhaust)

http://www.iesracing.co.uk/3ltrV6.htm

Posted on: Yesterday 0:55
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Re: A15 turbo manifold build
No life (a.k.a. DattoMaster)
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Thats more the spirit, no use paying for those high end manifolds
when something like that will give the same power.
Glad to egg you on so you had another go at the weber mani
I hate seen people spend 1.5 to 2k for a 4cyl manifold its so
not datsun in spirit but each to their own.

Posted on: 9/14 13:49
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Re: 143 bids on Datsun B310
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a few thou more and can get the excellent pb210
much better looking car with L series grunt.

Posted on: 9/14 13:45
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Re: 1969 Datsun 1000 ute
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3 speed column is perfect for an a12/15 stroker 3.55 h150 diff ratio

Posted on: 9/14 1:44
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Re: 1969 Datsun 1000 ute
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lighter than most clubman and locost cars but with protection from the elements for skin, lungs, eyes, hair and choice of tunes. I would really like to buy this but Im sure it will reach over 500,000 yen and its too small for my family, really need four seats:(

Posted on: 9/13 14:26
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Re: A15 crank wil NOT fit in A12 block
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Can you reveal where on the rods and block hit the block or pistons?

Would spool rb rods do the trick or worse problem?
as I sometimes find a set of 5 on yahoo auctions.

Im still interested in doing a sleeved 79mm version for the mazda head
conversion on an A12 block oneday as the better flowing head will make
full use of the faster velocities of the rod stroke ratio.

Posted on: 9/13 7:39
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Re: SR20VE vs F22C vs VQ35/7 best power TQ to engine weight
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LMAO well after all this talk about how good these new twin cam
efi smart v6 engines are yet limited to only rev under 8200rpm
well there is an engine with 4.2L and pushrods that beats the
recently world record 600 hp 4.2 VQ stroker race engine!
It not only beat it using a carb but it beat it dragging more
weight on the crankshaft and revs even higher at 9200!

(actually hits 9998 rpm on the dyno if you look closerly!!!!!)

Quote:
The race team needed an engine to compete in a land speed class at Bonneville requiring a displacement less than 261 ci. Keith decided the best way to achieve this and make a lot of power was to build a 259 ci V6 using a Nascar SB2 V8. The naturally aspirated V6 made 663 horsepower at 9,200 rpm and 393 lb-ft of torque at 7,300 rpm. Listen to Jeff Huneycutt from The Horsepower Monster explain how the unique engine was built below.


https://engineswapdepot.com/?p=43906


pushrods and carby for the win!!!

Posted on: 9/10 13:51
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Re: A15 crank wil NOT fit in A12 block
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oh to hear someone going the road less travelled!!!!
pure delight! bushed piston pin bores?

for those interested in a little history of the new Mini engine

Quote:
Tritec Motors Ltda In 1997, Chrysler Corporation and Rover Group (then a subsidiary of BMW) formed a joint venture called Tritec Motors to design a new small straight-4 engine. The new company built a factory in Campo Largo of Curitiba, Brazil specifically to manufacture the new engine. The Tritec name stands for the union of the three countries involved: Germany, the United Kingdom, and Brazil. When BMW broke up the remains of Rover Group in 2000, BMW kept the stake in Tritec Motors as the engine was in use in the Mini range which BMW had retained.



For the chev 400 it has 105mm size pistons while the datsun 77mm in this case
95mm stroke vs 82mm stroke. I wonder if there is a formula to calculate how
much force there is on the side walls with the changing diameters and strokes.

The short stroke ratios usually make use of massive port heads as usually
found in multivalve engines today. However I also wonder how much better this
ratio would be for spooling a small turbo so there is zero lag.

Ive been wondering how these late 1.4-1.5 vw and bmw turbo engines are making
v8 type torque and v6 type power with no lag at all. Driving a 1.4 vw we had
50mpg crazy power everywhere yet no visible lag. Can this be done with an A12
with that capacity, it would be very sweet. The short ratio creates supersonic
speeds that favor boost or race engines as mentioned.

Posted on: 9/10 6:07

Edited by D on 2019/9/10 8:47:04
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Re: A15 crank wil NOT fit in A12 block
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yes but the majority of chev 400 guys change the rods to 5.7 or 6 inches
yet if the A15 can do 7000rpm with that rod ratio no doubt the cam timing
is less of an issue with all that speed moving away from tdc.
Problem is you need lots of valve and port size to make the most of it
hence Nissan used long rods to make full use of the chosen valves/ports etc

A12 with 1600cc would be nuts but Id definitely get some piston teflon coatings
thinner rings to reduce friction and as 400 rebores a Torque plate is a must.


Modern engines use short rod stroke ratios but with offset bores from crank centerline to soften the sideload on the power stroke.

Posted on: 9/9 14:07

Edited by D on 2019/9/9 14:24:11
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