DemonZ

Everything was in good working order and running fine when I stripped the motor. The L20A came with the car and I was ready to put a L28 for more power, so I took what I thought might be desireable and tossed the block. The head is complete, no perceptible wear on rockers or cam, moderate carbon buildup on intake valves. All parts look to be in excellent usable condition.

englishwrench, make me an offer. I have the head for it too. Stamped E30, it has fuel injection notches and square exhaust ports.

I have the L20A crank, rods and pistons. The block is gone. let me know if still interested.

Thanks Randy! Got mine today!

Black will show the most imperfections. Acid dipping will take off everything, including parts of the car where rustproofing is hard to get at (sills, rocker panel, frame rails etc..) and previous filler if present. Plastic, walnut shells, or other soft medium is a better alternative IMO since the operator can control where the paint is stripped. Leaving any previous filler saves time from having to reshape also. Starting from clean metal is time consuming and costly. It really depends on how much you want to spend and what condition your existing shell is in.

IdealZ I just talked to a guy today who said they did testing on a DFI prototype last week. Said they tested in a Corvette and a Cobra (vert). He thought it was awesome. He sounded like the salesman but claimed to be a customer. The guy had a Speedpro in his Cobra, and said the DFI Gen 7 was more user friendly and had a ton of drivers for everything you could want. Said it had a lot more features. (I don't know if that makes it more complex to tune) He raved about the 30min datalogging. The main draw for me was the sequential and wideband O2. He seemed to be enthusiastic about everything. Said all the new boxes are sequential. When we talked about pricing he assumed it would cost more than SpeedPro (2600). I was quoted 1600 DFI by the shop owner. They must be having problems with the software because the feature set was slated for some time. Keeping my fingers crossed.

I'm biting the same bullet. Nobody mentioned DFI gen 7. Though it is not out yet, on paper it sounds pretty nice. Software based sequential, and wideband O2. http://www.mrgasket.com/dfinew.htm#DFI I called a place locally about the SpeedPro and he told me that DFI gen 7 was due out in 2 weeks. That was about a month ago. Price was supposed to be 1600 with wiring harness. I haven't had time to get back to him yet. Anyone else interested?

The CFDF is 240mm. When I first did my L28T setup, I used a lightened flywheel and 225mm CFDF. It did not last long once I started cranking the boost up. [/b] Crappolo! I already have the clutch dynamically balanced with the crank/damper/flywheel assembly (they drilled holes in the pressure plate to do it?!) I wonder if it will last long if I gingerly burn out hehe. Anyone looking for a lightened pressure plate?

Thanks Scottie. I have almost the identical setup! Same I/C, LSD 3.7, CFDF 225mm, and am gunning for that kind of performance. Did I read correctly, NA shortblock?

I am pretty much shooting for the same numbers. Could you tell me the specifics to the hybrid turbo, i.e. trim, wheel. I got the 60-1hifi, T3 standard tubine wheel. Also, what wastegate did he use? TIA

quote: Originally posted by Morgan: Heh. I got a 60-1 and a giant turbine. I'm hoping I don't hate myself once it's running Morgan, would you shared the specifics to your turbo. TIA What do you think of the one Randy got from the sandrail supply house

I am just shopping for turbos now. Here is one on ebay: http://cgi.ebay.com/ebaymotors/aw-cgi/ebayISAPI.dll?ViewItem&item=566083115&r=0&t=0 My plans: Stock L28T. external wastegate, intercooled, Gen7 DFI when available. 3 inch exhaust throughout. Modified logg intake = street driven terror with 350 hp @ wheels is the goal. [This message has been edited by DemonZ (edited March 05, 2001).]