WhitleyTune

Sounds great, I'm certainly interested!

Enough patina for you? I'm in NZ but happy to sell, PM me your offer.

None on the full ITB kit sorry, been busy getting out some other custom manifolds - Just done this L28 for ZX12R ITB's and the A15 EFI manifold is getting a turbo plenum welded to it. Probably be near the end of the year for the ITB kit at this stage as I have just got a decent amount of work that will keep me busy for a couple months. Keep in touch if you are keen though!

Manifolds made to order are ~$1500aud range. Have not done any testing yet but will be doing some once I have the kit together!

Pricing is planned to be around the $3k AUD mark, maybe slightly cheaper depending on specifics. I am happy to make the manifolds to suit any throttle bodies you like though. The manifolds are 3d printed casting patterns so made to order and hence totally customisable. Much nicer than using a DCOE manifold with throttles bodies for the price I think. Do AT Power make throttles on closer bore spacings than the typical 90mm DCOE pattern?

Add another to your list! Working on this setup using custom EFI-hardware throttle blocks with variable bore centers to better suit the L series port layout. The castings are one-off so the throttle size, runner length etc on the kits are all made to order to suit customers build. Will be available later this year. AT power make good gear although I personally don't believe their hype over the shaftless design. Its easy to slab your throttle shafts ($60 option at EFI-H) to get 50% of the way to a shaftless design and going to a slightly larger throttle plate can account for the cross-sectional area difference i.e. a 48mm shaftless TB has the same cross sectional area as a 50mm shafted TB. I do think that if you are running them very close to the port then they will have an advantage though as they create less turbulence which if close to the port can rob power as there isn't enough runner length for the flow to recover before hitting the valve / short turn.

They the have them pretty good now I think, such a big market. I think you could do with a bit more intake duration, that is a big duration split! I'd go around 230/236 on 113 LCA with around .600" lift.

Lighter, stiffer rockers will always help with valve control. But no not really, valve control and 'wild ramp rates' (which I assume you mean Intensity?) are functions of the acceleration curve. For Intensity (degrees it takes to open the valve X mm), maximum acceleration is limited on a finger follower with radiused pad like the L by how deep inverted radius (or negative curvature) you can grind on the cam. This is why you see modern OHC roller valvetrains have a massive inverted radii on the cam and have to be ground on special cam grinders with small grinding wheels. This is to try get back some valve acceleration they have lost over a bucket flat-tappet valvetrain design (which have no such acceleration limitation). For valve control, you could reduce/widen the negative acceleration over the nose with a lighter rocker and gain some valve time-area (less spring pressure needed). But really that is splitting hairs and no ones valvetrain is that developed unless you spend time on a Spintron. If you could change the rocker ratio then yes you could get some more acceleration at the valve for a given cam, this would require moving the cam axis though.

Anyone played around with the aftermarket A/C setups you can get these days for hot rods etc? Would be so nice to have electric A/C compressor but I think they really need 48v to work well.

Yep, quite possibly. I've got some other designs up my sleeve too that should be quite interesting. I haven't advertised, just helped some people in threads with cam stuff. I'm still sorting my business so will be a couple months before anything goes out the door.

That cam is pretty up there, you'd be looking at 4-8k+ powerband on an L32. Those rockers allow more lift for the same duration. So expect a similar torque curve but shifted up slightly compared to a cam with the same timing on the OE rockers. Really the only people who would afford this are building 350hp+ motors, would be cool to see what they can do on a more street oriented setup though.

Custom cam profile to suit the larger pad on those rockers. 304 deg advertised, 16.35mm valve lift, 101/103 centerlines. Those rockers $1800 a set.

Keen!

0.020" case hardening on an 8620 rocker should be fine - if you are worried about going through into the soft you have bigger issues wearing 20 thou off the pads! Cool idea and good price really, kind of pointless without tweaking the geometry or increasing the slipper pad length though. There are some aftermarket rocker arms from Japan that have redesigned geometry for more extreme lift than the factory rocker. You can imagine what they are worth though!

Tep you are right! This was 2 owners previous to me I believe. Here you go have a laugh...thanks for reminding me. 240zg is pretty cool I agree. I really think you need the flares and wheels to pull it off though. My car was bought with G nose and nothing else and it sort of makes the proportions a bit strange with the longer nose but no added width. I have some 15x9 & 15x9.5" RS-Watanabe to fit the car, this car here is the aim as far as looks go.

Hi all, Thought it was about time to sign up. My name is Rob and I am starting my own small tuning company here in NZ called WhitleyTune. I've got 5 years experience designing and grinding camshafts and decided it was time to start offering a modern design & CNC grinding service for people interested in getting the most from their older motors. L series will be one of the first on my list and I am really looking forward to doing some more tuning development on them. Been a long slog but I'm getting close to having a machine ready to grind. All our profiles are designed from scratch in-house and CNC masterless ground. I can design you any cam within the design restrictions imposed by the valvetrain setup. I have a 1975 S31 Fairlady Z 2 seater and a 81 Sunny Coupe (310) that will end up as TS-cup replica track car. The Z was imported into NZ in the 80s with a G nose. Unfortunately it was damaged in the 2011 Christchurch Earthquake and is still in a state of disrepair. This is the year it goes back on the road! Going 240ZG replica in the classic GPM/grey 2-tone combo. Panel damage has been fixed but still needs paint. Look forward to helping out anyone here with cam or any high end tuning questions in general. Thanks Rob Whitley