The new intake manifold

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I started with some 1.75″ mandrel bends. They are the same diameter as my throttle bodies, and smaller than my intake ports, so I figured it was a decent balance.

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I’m using my mock up head as a welding fixture.

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And they wind up like this.

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I still need to put the coil mount on it and paint it.
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Fresh black engine enamel.
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Heat shields /splash guards for my air filters.
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My brake booster vacuum plumbing.
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The GSXR 1000 air box is a little too tall.

Alternator choices

I have to pull my timing cover to get to my water pump, because I can’t run my alternator on the driver side as I planned. Unless I make the samurai right hand drive. I will not.

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Making an adapter for the samurai stock alternator might work, but the samurai has a lot more electronics in it than it did stock, so the higher output Mitsubishi, or gm1 wire is a better choice.

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Intake manifold comparison

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This is the Evolution manifold. It clears well, but needs to be clearanced and filled to clear the injectors and fully seal against the head.

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Like that. Also the egr is on the wrong end and you have to tap and plug the egr hole in the head.

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Here is the 2g dsm intake. The throttle body will interfere with the brake master cylinder. I could make a simple 45° bend/spacer for it.

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Here are the itbs from a gsxr 1000 I believe. These look promising. I can repurpose the injector holes as vacuum ports since my injectors are in the head. I just need to find air filters.

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The boots need trimmed on the outers so they will line up though.

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Here is the sheet metal intake I built when this motor was going to be a 30+psi drag monster. It doesn’t fit the bill here, but I wanted to see how it fits.

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Here you can see the sheet metal intake that was on it. It has ~11″ runners. I didn’t like the lack of response it had. That was tested with the turbine housing, and 2.5″ short exhaust vs, 2.5″ straight off the header with an inserted muffler.

Here is a measurement of the area I have to work in.
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Stroker and new transmission.

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The guy I got the trans from painted it yellow. I painted the tail housing blue. I had a yellow that matched, but Angie and I agreed on blue. Go team!
The motor is a 4g63 stroked to a 2.3L by fast forward connection. It’s 8.5:1 compression with bc 272 cams, 1mm over valves, high pressure springs, in a 2g head with port work done. It was made for high boost and high rpm, but now it’s a non turbo torque monster. The transmission is just a stock rebuilt TH350 with a stock torque converter, about 2k stall using Bill Hinchners adapter plate.

The Arrow

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Here is the initial wiring mess while setting up the Megasquirt V3 board with MS1 cpu running Msns-e. Luckily since it was carburated, I got to start from scratch.

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You almost can’t see the Conquest oil cooler next to the license plate.

 

 

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A close up of the Conquest oil cooler.

 

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The Arrows stock breather setup. In my opinion this is an excellent setup for a RWD engine.

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This is everything coming together. It’s a G52b SOHC 2.0L N/A engine with an adapter plate on the intake side to fit a 1987 Conquest TBI intake. The exhaust from the Conquest just bolted right on. I’m running a MHI Big 16g @ 15psi.

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This is the Hooker Aerochamber. It’s a single 2.5″ inlet with dual 2.5″ outlets. I got the chrome turndowns from Advance Autoparts.

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Everybody with their new shoes on.

 

 

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I found a quaint little spot near the Tire Rack to take these two photos.

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This was at a cruise we took to Michigan City. This is at the Blue Chip.

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We recovered the dash with cupboard laminate.

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I will call this the finalized setup, even though there is some refining to do still.

 

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This is a shot of my 36-1 trigger wheel.

 

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Down the road from my house is this spot. Check out that little waterfall.

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One last change to make. I want to get rid of that dang distributor.