Bob, I live a little north of Princeton but the car lives in Princeton (it needs a more respectable address than I do!). Let me know when you'll be in the area (if you want my contact info, just send me a PM). By the way, there is a 400 on the west coast for sale for very little money that I'm thinking about for tinkering or as a donor for just such a project (probobly for tinkering as the body is to nice to justify breaking the car up). Regards, Art S.
Cal, I would think the socks would restrict the air flow more than the standard air box would. Any thoughts? Regards, Art S.
If your tinkering may I suggest getting rid of the self leveling rear, change the wheels to non milimetric's and a straight through exhaust (with the standard tips/rear section to make it slightly civilised)
Andrew, I'm still in the contemplating stage. If I actually get beyond contemplation, I have to go through the aquisition process then shipping it to the east coast (same distance as shipping across the pond, just no customs paperwork). Only if I get though those steps can I begin tinkering . However, if I get there I will take your advice (assuming, of course, the rear suspension is dead, it has metric wheels on it and the exhaust is shot - if the exhaust is shot, I generally prefer glass packs instead of straight pipes, better back pressure and agressive sound) . Cheers! Art S. PS. what became of your 400?
Daytona velocity stacks, close-up of stacks w/o base, stock baseand stacks. Image Unavailable, Please Login Image Unavailable, Please Login Image Unavailable, Please Login
Art, thank you for the advice, feel however that socks cotton texture is more permeable than the paper filter in the air box. Without socks the combustion seems a bit lean ( just observing tail pipe carbon deposit). Cheers Cal
Cal, I think I see your point. Unless you're racing, I wouldn't mess with it. Besides, it must sound great with the stacks! Regards, Art S.
That looks very nice, Mark. You have twice the camshafts and twice the carbs than I do! Does changin from a regular air-filter-box to velocity stacks require rejetting or retuning the carbs?
Matt, Bill Badurski set up the carb jetting with velocity stacks in place after he rebuilt the motor. With the increased air volume with velocity stacks I would expect that the motor would run too lean if all other carb settings were the same.
Do Not use them on a "cam'ed" engine! They retain the fuel stand off coming out of the carbs and hold it. One small back fire and you have a new paint removal process. Been there, done that.....TdF
With that gauge wire mesh, the dome ideally needs to be much larger to avoid restricting the intake. Making a much larger dome maintains the same level of filtration, yet allows much more air speed/volume. Alternatively, you could use some thinner wire in the mesh. Using an airbox and sucking cold air is hugely beneficial to performance, rather than "showy" stacks...
Well........ there was "Lucy Bell" the 250TR that was flat towed behind the TdF of R. Cowels to races around the west coast...... Im still trying to figure out how to put a 5th wheel hitch on the Saleen.. 700'#s + torque makes the Power Stroke look rather lean Dave
Mark, I will be working on repainting the airbox today. It was all done and ready to go but the first attempt at wrinkle paint the paint didnt wrinkle. That stuff is a pain! I should have it done and pics ready within the next day or so. I already spoke to the machine shop about building another. They can do it, but they must have the car present in order to ensure fit and clearance. I will be taking my car off the road soon to do all the suspension so I wont need an airbox right away. I figure you are going to be able to put it to use sooner so I could just sell you the one that is already done and have another made. I will post pics as soon as the paint is dry. I will shoot some both on and off the car. Terry
If these guys don't have what you need, maybe they can tell you where to get them. http://www.twminduction.com/AirHorn/AirHorn-FR.html Take a look at David Vizard's How to Build Horsepower Vol II. There were a couple of pages that compared stacks of various lengths, radius lip vs. none, V angle of stacks, etc. albeit these tests were done on SU's. Same principles apply though. Or are you looking for original looking stuff?
Jim, Do you find a noticable difference in performance between the carbuetted and injected versions of your cars? Regards, Art S.
So far I'd have to say 0846 is happier on a track and 0854 is fine on the street but I'll have a better idea after the Targa. We've done a lot of work to 0846 and with the proper sized wheels and tires and a few other things I'm thinking she may not mind the street as much. When they come on the cam they both pull hard but 0846 is a faster than 0854. Neither however, pull like J 6. Best
No substitute for torque! Like Jim Downing once told me: "horsepower looks great in a magazine article, but torque wins races". His Kudzu team raced a turbocharged mazda rotary powered prototype in IMSA in the late 1980s and early 1990s. They had more horsepower than the factory Nissan team or any of the Porsche 962s. Didnt matter. They couldnt get the turbo rotary engine to crank out a decent torque curve and therefore they couldnt leverage the power. The other cars ran away on corner exit as the Kudzu guys waiting for the power to come.... A similar analogy to the Ferrari P cars vs GT40 series..... Generating lots of power at 8500rpm will make you hero with the listening crowd, but the good old American V8 thats cranking out max torque from 3500 rpm will confound you out of every corner and up every hill! This is why the twin plug 3.4L Porsche engine in my RSR has been built with a long and consistent torque curve as the goal over peak horsepower. It dyno'd out at "only" 320hp but it hits peak torque at 3400 rpm and maintains it through 7200. I know others I will be racing against in similar cars will have 350-360hp but at the cost of a peaky torque curve. I may lose out at places like Sebring or Daytona but at Road Atlanta and Barber.... they are mine! Terry
Very True. J6 makes over 550 ft/lbs and her curve is very flat. The one to watch is the R 10 900 ft/lbs at low revs.
Jim, Terry & Jack, This conversation reminds me of a Mark Donehue quote: "If you can make black marks on a straight from the time you turn out of a corner UNTIL the braking point of the next turn, THEN you have enough horsepower" I have this on the back ofa T-shirt. Regards, Art S.
