Search results for query: *

Nice one. Is there a build thread on here? I had a look around I can't seem to find one. Would love to see/know more about it. should be a real beast with big-block-like torque output.

You may be right. The alternator gets about 90 degrees of belt wrap. The power steering pump gets a little less, but it's a much larger pulley, so contact area is probably more. I'll take the gamble. If they slip and squeal terribly I'll come up with a more complex serpentine setup later. Also...

That's super cool. What are you changing? It looks quite well sorted. 6 rib should be fine for those pulleys, that m112 blower is capable of a lot more if you ever choose to spin it harder though. Since you were asking about snouts a few posts back, the closest thing I know of to a snout of...

HARROP | Engineering, Superchargers, Brakes, Driveline, Engine, 4WD, Cooling Some excellent belt/pulley tech. They explain it way better than I ever could.

6 Rib will have a lot more parts availability and belt lengths. But may slip under lots of load at high rpm. What size is the magnuson blower and what size pulleys are you running? The bigger you can run both (crankshaft and blower) pulleys the better, it essentially increases surface area and...

Also I took a pic of the tensioner mounting hub to show how it can be clocked for setting up the desired angle and preload. You can see that each number consecutively moves the tensioner alignment a few degrees counter clockwise.

I think this may be my final mock-up in plywood before starting to fab things out of steel and aluminium. It's not pretty, but with any luck it can all work and be reliable.

Correct. The part number for the tensioner is 89440 and it'a a Dayco. The tensioner came with a flat pulley for a 12 rib which was *HUGE* and ridiculously heavy. I swapped it for a 10 rib double-bearing idler from a Volvo truck that I got off ebay for cheap. But it seems that any of the 10 rib...

In that photo the tensioner is both misaligned and also I'm using a belt that is a few inches too long, making the arm rest at almost full extension. It was just a mock-up, though. I have since raised the tensioner higher to allow more room in that area for the accessories. a lot of it's...

04-07 sounds about right. Haven't tig welded the snout yet, I have thought about JB weld too but haven't looked at it closely. If it has to be tig welded I'll get someone who can tig a lot better than me so it can look pretty and not leak oil everywhere.. As for adding a spacer, I know Cobra...

Cheers man, I need to update this with some progress. There's been a lot of trial and error with getting the accessory drive to fit in an early valiant. The M90 grand prix snout is one I purchased off ebay, so I don't have the exact details. I think they said it's from an early-mid 2000's car...

So this weekend gone I had an interesting conversation with someone about stud girdles and block limits. The owner of this car. I recognized it at a swap meet in my little town far from the city, and spoke to him briefly. (Note: all of the info in these links is pretty old) TURBO V8 CHRYSLER...

Sorry guys, not a whole lot of noteworthy progress for show and tell. It's still all happening, but other projects plus work commitments have taken priority. I tend to pick away at this in between other things so progress is pretty slow. I've collected most of the EFI parts. Which adds up in...

Cheap ebay turbos are a relatively recent thing. How long would you estimate that they have been tuning? Did the guys you're talking about give any indication of what specifically the engine wanted which was different? I am interested to know specifics because what you're telling me doesn't...

Bakerlite do you have an IT background? This kind of "if/then" riddle has dev written all over it. (Also, lead69 he wasn't referring to you but is now messing with you for assuming)

I appreciate your engagement, but please don't feel obligated, you certainly don't have to debate with me. We are all sharing ideas and can simply agree on some things, and disagree on others. I agree that we are looking at things from different perspectives but I'm not sure what exactly you...

That certainly is an opinion. thanks for sharing a post dedicated to letting us all know what you think of me. I'm truly flattered you care this much. What's it like living inside such an angry head? You don't have to answer that, I can pretty easily tell by your sunny disposition. Again. You...

Cheers for your valuable contribution. Appreciate you keeping it short. The less you say, the more peaceful these forums tend to be. Take care now :thankyou:

Ok, i'm not exactly sure what you mean by the technology. but you also said a lot of guys are getting it wrong and lunching their engines, that's usually a tuner issue. there are definite pitfalls when it comes to EFI tuning. I'd estimate that 90% of them are caused either bad/missing flow...

This is actually a great comparison between the two technologies. It's not that carbs are bad, it's that EFI has the capability to do so much more, especially in forced induction applications where carburettors really show their limitations.

can you please elaborate on this? I'm not sure how you could've come to this conclusion. EFI can be a comprehensive fuel metering system which can be setup do adjust fuel flow in the tiniest of increments. we're talking variable pressure, variable flow and variable duration down to the 4th...

This is a valid point, a lot of people do make mistakes with EFI because they make assumptions or don't research properly before they get hands on with the laptop. This is a very optimistic approach. But bad tuning isn't really the fault of the system. EFI is more complex than carburettors...

Cheers man. That quote sounded familiar, very, very familiar. I pretty much immediately recognised it as the catch phrase for HP Academy. The company i mentioned earlier in the thread who provide online EFI tuning courses (which are excellent in my opinion) It's literally written all over...

You forgot to mention that you actually said this in an unprovoked confrontational response to a post specifically referring to the advantages of EFI with regard to equal fuel distribution between cylinders. You don't get to just ignore that, context matters. Except I did indeed questioned you...

EFI vs carb in regard to fuel distribution on nitrous is what was being discussed until you said this The problem is you were framing this statement as a "pro-carburettor" argument when the person you were replying to had been specifically talking about the very real and proven advantages EFI...

I already watched it, and he made no mention of carbs vs efi in regard to fuel distribution, which was the subject of the post you took issue with and then started furiously swinging your peen at everyone who disagrees with or even questions you.

Ok but nowhere in that video did Steve talk about how EFI compares to carbs when there's fuel distribution issues at all, which was what @Just Send It was talking about before you started grating on him, like you do with at least one person in every single thread. He was very clearly never...

He explains it better than I can.

I understand what you're saying but still I think learning curve is correct, there's quite a bit of prerequisite knowledge involved in getting started with EFI, and a lot of it isn't intuitive but all the information is available. Sometimes people act as if EFI tuning is some kind of black...

I only have a little experience with tuning an ECU so far, but I think the thing that makes a lot of people balk at EFI on their classic isn't so much the tuning. It's the conversion. The time and expense of putting together a high pressure return-style fuel system, plus building a well...