BRAAP

You will definitely need patience with Mega Squirt, especially if you are starting from scratch. Remember, MS cost less than other equally powerful EFI systems for a reason. You will end up spending more time with it, getting it configured, set up, and running, than you might with an SDS, WOLF, Halttech, etc, system. Back to your question. You could use MS-II which is EDIS friendly or MSnS-e which is also EDIS friendly, that way you have complete fuel and Distributorless Ignition control. The EDIS is pretty simple and straightforward. I did the MSnS-E with EDIS and found the EDIS to be especially straight forward once I researched how it worked etc. My N/A L-28 ran great with it. ZYA is also running a similar set up with his supercharged L-28. Getting the MS configured fuel wise was way tougher than getting MS configured for EDIS. I think people have less troubles going EDIS than they do trying to control any of the optional dizzys for the L-6 using MS. The EDIS parts also can be had for really inexpensive, especially if you are willing to scrounge around a U-pull-it wrecking yard yourself. EDIS-6 came on mid to late ‘90’s Ford vehicles and you will need one from a V-6, i.e. (there is PLENTY of documentation here on Hybrid for which vehicles to find the EDIS-6 parts). For EDIS, you will need a 36-1 missing tooth crank trigger wheel, period. No chopper wheel, no 60-2, no 3 lug, etc. It has to be a crank wheel with 36 teeth, one of which to be missing. The only known optional coils for EDIS, other than the Ford coil packs, are the Chrylser coil packs. Not sure if the GM coil packs are compatible Now if you want to go COP ignition with MS, be prepared for LOTS of research, lots of experimentation, and don’t be alarmed if you fry a few coils or other electronic ignition components during the COP set up, conifg, tuning, etc. COP with MS is not for the faint of heart. Good luck,

Sorry for jacking this thread away from Haltech & AEM. NismoZed, I think the 2k price is AU dollars. It is more like $1550 US dollars, (on the WOLF web site, in the bottom corner, click on the US flag for US dollars.) For what its worth, Ron Tyler is a WOLF EMS dealer and if I’m not mistaken, I think he mentioned elsewhere on the forum that he is offering a discount to Hybrid members and, in the near future will be offering the WOLF EMS with a base fuel/ign config/map to shorten the start up time for new users. You’d have to contact him at the address below for more info. If he sees this thread, maybe he’ll chime in… ron@primeems.com

Have you given any thought to WOLF EMS? I recently purchased a universal WOLF V500 system for my Supercharged V-8 Z project that I plan to run DIS. WOLF even offers plug and play systems for some vehicles as well. I haven’t done much playing with it yet, but so far it is VERY impressive. The menus are very intuitive. For instance, lets say you want/need to work with a particular sensor for some reason. Just click on “configurations”, and “sensor setup”, wa la… No muddling through other menus to deal with a sensor setting or configuration buried elsewhere in the menus, (You Electromotive and Mega Squirt users know what I’m talking about). WOLF has its own diagnostics, several boost controls and trim adjustment’s etc. I have heard in casual conversation, (not from the dealer), that WOLF is close to being on par to MOTEC as far as performance, features, etc, but costing much less. Also, for anyone wanting Sequential EFI and Distributorless Coil on Plug ignition control for their V-8, you’ve already know there isn’t much in the way of 8 cylinder support. Mostly 4 cylinder and some 6 cylinder systems. WOLF V500 has 8 individual injector channels AND 8 individual ignition channels. Here is a pic of the ECU and a few screens shots. WOLF V500 next to a n OE ’78 280 ECU Sensors screen.. Fuel modifiers screen… Ignition modifiers screen…

Guys, in computing your compression ratios, don’t forget that the L-series Flat Top pistons pop up OUT of the cylinder bore approx .020”-.025” at TDC so don’t forget to “subtract” that volume from your comp ratio calculations.

…… Ha Hahaha… There isn’t enough available band width for that list of Z parts… In short, 6 cars from an early ’70- to an ’85 in various states of disassembly. The ’70 is VERY very rusted out, ’73 F-prepared race car, (You all have seen pics of it already), ’75 aka Fuzzy is the Supercharged EFI T-56 project currently in progress, ’76 that is pretty much just a ruined shell, ’82 ZXT, ’85 Z-31, Ron Tyler has a pair of ’72 shells and a pair of ‘77’s mingling amongst the others on this list behind the shop. Ron also has his ’78 and his very clean stock 2 door 510 out front as well. Countless engine parts including a few whole engines, countless chassis parts, body parts, drive train parts, etc. Even a MK-1 MR-2 that is FREE to a good home.

By chance are you still using the hydraulic cam with solid rockers? The hydraulic cam is ground for zero lash so when you install solid pivots and set it up with any amount of lash, the cam lobes now literally “smack” the rocker instead of just riding up on them as the lash is taken up. Solid cams are ground with the opening and closing ramps in such a way as to take up the lash “gently” as the lobe approaches the rocker, i.e. doesn’t SMACK the rockers. If you are using solid cam now, then there is something else going on.

The custom intake, Mega squirt EFI and DIS ignition originally posted in this thread is ”now” officially sold. OOOPS!!! My post above was supposed to read, “NOW” sold. That was a typo. My bad:malebitch . I apologize to everyone, especially to the new owner of this set up, and to those that E-mailed me recently. Thank you Ron for bringing that to my attention. I couldn’t understand why I was getting all these E-mils today from people telling me they have money in hand and wanting me to call them ASAP… Makes since now. Sorry about the typo fella’s. FWIW, it was a Hybrid Member that ended up with this set up. Good night and again, I’m sorry to everyone including the new owner for that typo. Paul Ruschman Rusch Motorsports Sandy OR

EXACTLY!!!!!

The custom intake, Mega squirt EFI and DIS ignition originally posted in this thread is not officially sold. EDIT…. This was supposed to read “NOW” sold, sorry guys….

Sven, I think I should’ve been more clear in my attempt at humor as it seems my post came across to you as a slam on what you had to say. That is not what I meant in any way shape or form and I apologize if it came across that way. As Ron mentioned, I have a “thing” for F-1/Indy engines and the thought of one in a street car makes me giddy with a full body chill. In short, when I saw the mention of the Infiniti Indy engine, I get that full body chill and was attempting to convey my own narrow-mindedness towards that awesome power plant that you had in the middle of a list of other awesome and incredible power plants. I love reading your posts. I apologize for not clarifying. All of those engine you posted are VERY worthy power plants indeed… (Ron, do you have the link to that full body BMW 3 or 5 series running the Judd F-1 engine? That video will give ANY car guy the full body chill… )

While reading this.. all I heard in my head was that “Wouht wouht” sound from the teacher in the Charlie brown cartoons, except for when I got to #3….. Hmmm…

Different lash measuring locations for specific cams is mentioned in the degreeing your cam FAQ linked here…. http://forums.hybridz.org/showthread.php?t=111523 If you are not sure where to take your lash measurement with a particular cam, just get in touch with the cam manufacturer/grinder and they will have the lash spec and where the lash needs to be measured at. Hope that helps, Paul

Zeeboost, In regards to PST, I’m not sure how slippery it is compared to Motor oil though I have heard of people using the PST with good results. Sorry I can’t offer any more info than that. Popnwood… Hmmm… There could be a couple explanations for that. In the section I quoted from your post in bold type, it mentions sealants etc. In that “service procedure” section, is there by chance mention of using sealant or thread locker on the head bolts? If GM doesn’t want the assembler to apply any sort of lube or sealant to the threads of the head bolts, then there is a good chance that GM applied a coating of some sort on the treads already. In a quick search online about LS-1 head bolts, I was only able to find this from RHS which states to use anti-seize on head bolts in aluminum threads to prevent thread damage. http://www.racingheadservice.com/Products/InstallationNotes/GenIIIHeads.asp I still stand firm that EVERY head bolt needs some sort lube, no matter what! If you do not have some sort of lube or even sealant on the bolts, even aluminum, you will not have consistent bolt stretch values and there is a VERY good chance the threads will gall.

WHOA!!!!!!!!! Please do NOT EVER torque head bolts dry!!!! (Steve. Please don’t take offense to my post here, I’m merely only protecting/educating those newbies, and you as well, who might be reading this thread for technical advice and that advice about dry head bolts is entirely incorrect. My guess is that you must have misunderstood your builder when he was discussing this with you. Anyone that is an engine builder knows to NEVER torque bolts dry, EVER!). Head bolts 101, NEVER EVER should ANY head bolt on ANY engine from ANY manufacturer be torqued dry. PERIOD! With factory head bolts, use standard engine oil with the factory recommend torque specs, no special synthetics or moly paste bolt lube, unless you have the proper torque spec for that bolt using that particular special lube, or you WILL have head blot/gasket issues….

Yeah, Ron got to install the plug wires, Ok, Ron is responsible for all the intake massaging, DIS installation and tuning, and a fair amount of the other details in the engine bay as well. I only built the engine…

Ok, I couldn’t resist. 2 days ago, Saturday, we also ran an essentially stock N/A L-28 that we built, on a Mustang dyno in Vancouver WA. First and foremost, this is a show car, not a performance car. An absolutely stunning ’76 2+2 car. We built the bottom end BONE stock, OE Dished pistons, etc. Not even balanced. The head, well it is a bit massaged. The head is one our custom N-42 heads, extensive valve unshrouding, 4 and 5 angle valve seat work, back cut valves, mild street porting in the ports, carved off the front inspection cover and fuel pump boss and welded those in. The owner then had the entire exterior of the head polished. Definitely a one of kind L-series cylinder head. The entire valve train is bone stock with the original ’76 Cam etc. Intake manifold and throttle valve are stock ZX parts with only visual enhancements, the EFI is also all original bone stock ’76 components, just visually altered as it is a show car. The only other performance enhancements other than the chamber/port work is the 6-2-1 header with a single 2 ¼” exhaust system and Electramotive DIS ignition with Magnecor wires. No other power enhancements. With the extensive valve unshrouding, the comp ratio is a paltry 8.1:1. This set up hasn’t even really been dialed in either, (hence the fat AFR), only seat of the pants tuning. This Dyno session was just baseline for future mods, (the car is currently under mine and Rons knife in the shop right now). On the Mustang Dyno, this very low compression N/A L-28 running pretty fat AFR, produced 160 HP, 161 lb/ft of torque. Nothing to write home about, but for a very low compression stock L-28, not too shabby. FWIW, another essentially stock L-28 that we built a P-79 head for using a stock cam, stock intake and EFI, 6-1 header and 2-1/2” exhaust and again, only seat of the pants tuned, produced pert neer identical HP and torque at Torque Freaks, (Dyno jet), last year. Both of these cars mentioned are currently receiving new WOLF 3d engine management, car pictured is getting a new manifold as well…. Aggressive Cam, intake, and some dyno tuning would definitely wake both of these cars up, A LOT!!!! Paul

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nuff said....

Hmmm… Looks like someone is making room for an LS-x conversion to me…

Pixels smixels… Your ability to capture a scene in such a way that emotionally involves the viewer is incredible. Thank you for sharing and PLEASE don’t hesitate to share more… Paul Ruschman

Turbo280Z, I received several serious inquiries over the past few days and I did reply to each and every one of them but I don’t recall getting an E-mail from you. Paul

Well, yeah for the most part. There are over 6 guys now in line and at least 4 of them have money in hand right now, (this was a first come first serve deal). The first guy is still getting his finances in order, fingers crossed for him, and the second guy is crouched and ready for the first guy to fall through. In short, if the first guys falls through, I’m sure the second guy will get it. I’ll let everyone know when the money does arrive… Paul

In an effort to keep on topic, Z car wise,…. THE original BRAAP Z… Our F-prepared race car… Big Block Mopar 440 powered 280-Z my father built, sold to me, that I in turn sold to a gentleman in Louisiana… Rusch Motorsports built N/A L-28 engine wearing a very custom externally polished N-42 cylinder head… Custom Rusch Motorsports Welded chamber N-42 cylinder head for road racing Hybrid Z member, Phil Reith…… Custom Rusch Motorsports P-90 cylinder head for the original PINKS Turbo Z car project..

A couple fire pics from this years, Spring burn pile…

This picture in particular, conjures emotions I don’t fully understand.. Wow. Nice work Dave, Paul