grumpyvette

when you want to come back to reality check out your new boss at work! http://www.joke-central.com/pic13.html

http://www.joke-central.com/pic13.html

since I have not a shred of mercy this might keep you entertained and drooling! http://www.conceptcarz.com/carchosen.asp?car_id=2258 http://www.supercars.net/index-hp.html http://www.supercars.net/cars/2001@$Lotec@$Sirius%20Concept.html http://www.corvettebabes.com/ http://www.conceptcarz.com/views/myPhotoAlbum.asp?usrID=6781&albumTypeID=1174

you guys want a challange? want someting no one else has done? want more power than you can use? http://www.torque-eng.com/v_12s/modelsf.htm or just a little more likely for a swap? look at this!!!!! GM Unveils V-12 and "Global V-8".(new engines from General Motors)(Brief Article) Author/s: Lindsay Brooke Issue: Sept, 2001 Innovative features give new engines power, economy and lower emissions. GM has pulled the wraps off two new, highly sophisticated engines that will play key strategic roles for the automaker beginning in 2003. The long-rumoured Northstar XV12 is a lightweight 7.5L dohc V-12, designed for future Cadillacs and possibly truck applications. Its purpose is to recapture the luxury-engine image crown GM'S flagship brand lost decades ago. And the so-called Global V-8, shown at this month's Frankfurt Auto Show, forms the basis of a high-volume engine family for applications in North America, Europe and Australia. "Both are uncompromised, clean-sheet designs that take advantage of the latest piston-engine technologies," says Dr. Fritz Indra, head of advanced engineering at GM Powertrain. "They produce high levels of power and refinement, with greater fuel efficiency than our existing V-8s." Speaking with Automotive Industries at the Monterey Historic races in California, Indra provided early details of both engines. While the Global V-8 is approved for production, the XV12 is still officially a prototype --though GM executives privately indicate it'll be built. The ohv Global V-8 displaces 4.31, with output in the 300-hp range. It was developed for both transverse and longitudinal installations -- "maybe even Alfa Romeo," quips Indra. The all-aluminum engine features twin camshafts located near the top of the valley in the 75-degree cylinder block. Stacked one above the other, the camshafts operate three valves per cylinder (two intakes) via short pushrods. The set-up is reminiscent of the pushrod Mercedes-Benz Indy car V-8 developed with Ilmor and campaigned by Team Penske in the 1990s. In the Global V-8, the layout enables variable valve timing on both the intake and exhaust sides, which cannot be done on conventional ohv V-8s with a single camshaft. "Another big advantage is up to 30 percent lower internal friction than a typical dohc engine," explains Indra. "This means greater fuel efficiency, particularly during idling and part-throttle operation." The engine also debuts an air-assisted gasoline direct-injection system, developed with partner Orbital Engine. In North America, the Global V-8 is initially destined for GM'S Sigma platform, which includes the 2003 Cadillac STX (GMT265) crossover SUV; the 2004 Cadillac STS (GMT295) and 2005 Cadillac DTS and Buick LaCrosse (GMX271). On a larger note, the Northstar XV12 was developed with partner Cosworth Engineering in the U.K. in a rapid nine months from concept to first running prototype. GM targets 750 hp and 450 pounds-feet of torque from the 60-degree V-12, putting it in a class beyond the current German, Italian and British (Aston) 12s. And it's a compact package, sized between GM'S Northstar V-8 and Vortec big-block V-8, and shorter in height than the small-block V-8. That's due to a linerless cylinder block, a nearly "square" bore and stroke (93 x 92 mm, with 100 mm bore centers), and a narrow 37-degree included valve angle. Indra says the engine weighs about 550 pounds without its Sachs 325A starter-alternator unit. Continued from page 1 Early testing indicates the XV12, with its direct fuel injection, and ability to switch to 6-cylinder operation, beats the Vortec 8.11 V-8 in fuel efficiency. It's calibrated to run stoichiometric air/fuel ratios at 100-bar pressure until low-sulfur fuel becomes widely available for lean-bum operation. "If we're serious about Cadillac, we need a V-12," asserts GM Vice-Chairman for Product Development Bob Lutz. "And we're very serious about Cadillac." The Big Three from Detroit love to use the beautiful background of the Concours d'Elegance at Pebble Beach, California (and all of the activities surrounding the Monterey Historics), to debut concept cars and innovative drivetrains. Other than Chrysler's Crossfire and the Cadillac CTS, the only thing of note for performance fans was General Motors' innovative V-12 concept engine, called Northstar XV12. It displays several advanced technologies in a fuel efficient, V-8-like package. This 60-degree, all-aluminum dual overhead cam (DOHC), four-valve engine displaces 7.5 L and produces 750 hp and 450 lb-ft, yet is the size of a V-B and is able to deliver excellent fuel economy. "The Northstar XV12 provides a realistic look at what could power an assault on the high-end, premium automotive segment," said Fritz Indra, GM Powertrain executive director of advanced engineering. "At the same time it showcases a wealth of new technologies under development at GM Powertrain, many of which will eventually find their way into GM engines of all shapes and sizes." The Northstar XV12 is the same length as GM's vortec 8100 V-8, and it has the approximate width and height as the Northstar 4.6 L and vortec 6000 V-8s. "The packaging was probably the biggest challenge we faced, because from the outset we wanted to fit the V-12 inside the package of a V-8," said Steve Kowalk, GM Powertrain project manager for the Northstar XV12. "We focused on keeping the size down to fit as many different types of vehicles as possible." Here are the highlights: Displacement on Demand, where cylinder shutdown is enabled through valve deactivation, which is performed by a compact switchable tappet (in all GM trucks and SUVs in 2004); Direct Injection Gasoline, using a multiple-injection setup, a single, high-pressure fuel injector located in each combustion chamber, spraying the fuel vertically down to the piston; Variable Cam Phasing, (helping to achieve 90 percent of its maximum torque at 1,500 rpm), using an internal exhaust gas recirculation (EGR) setup; a Variable Intake Manifold, with a three-stage variable induction system with tuned primary and secondary pipes for a flat torque curve; and Rear Chain Timing Drive, eliminating the need for a front engine accessory drive which reduces the engine's overall length. The engine appeared in GM's Cien concept car, but look for some (if not all) of these features in various engines on the GM line. BTW MY COMPUTER SHOWS 1200hp is not a big problem with this engine and TWIN turbos for you masochistically inclined types!

here are some flow figures pick the head that flows the best at the lift figures that you intend to use. http://www.topher.net/~bearman/gmheadcomp.html http://purplesagetradingpost.com/sumner/techinfo/heads1.html http://www.airflowresearch.com/Articles/A11-P1.htm but remember if the flow numbers are the same the head with the smaller port voluum will have the better throttle response.... and spend more time looking at the .200-.500 lift figures.... as the valve is at that lift twice each time it opens but the valve only gets into the .600-.700 lift once in each cycle makeing it less important!

first staking HEAD gaskets is a bad idea! look here for the correct gasket http://www.scegaskets.com/results_IE4.asp look at#011159 and #011069 copper head gaskets CHEVROLET 265-400ci V8 SMALL BLOCK PRO COPPER Head Gaskets Gasket Bore 4.060 Thickness .093" special order thickness. To delete water passages add "NW" suffix to part#. Example: 011065NW. For 93 & up reverse flow LT-1 add "LT" suffix to part # Example 011064LT 011069 CHEVROLET 265-400ci V8 SMALL BLOCK PRO COPPER Head Gaskets Gasket Bore 4.155 Thickness .093" 400 Gasket has no steam between cylinders,Special Order Thickness. To delete water passages add "NW" suffix to part#. Example: 011065NW. For 93 & up reverse flow LT-1 add "LT" suffix to part # Example 011064LT 011159 and remember you may need two sets of intake gaskets to make it work/seal to the manifold and BTW this is the only brand of head gaskets I use anymore (they are that good and they make almost anything you can think of!) BTW just spray both sides of the gasket totally wet with ( COPPER COTE) head gasket sealer and torque them in place on a clean dry block and you will have no problems on either aluminum or iron heads

sure . the common bbc has a 6.135" rod, the common aftermarket rod lengths are 6.385", 6.535" ,6.635" 6.70" and 6.80" look here, http://www.callies.com/catalog.htm http://www.oliver-rods.com/ http://www.crower.com/CGI/master.cgi PG 155 http://www.flatlanderracing.com/index.html go to connecting rods now just some info.a 4" stroke 454 would have a 1.53 rod with the stock rods and custom pistons and 6.535" rod gets you a 1.63 ratio.the Ideal ratio for efficient torque production is about 2 to 1 but most production automotive blocks don,t have enough deck height to allow that, the best easily obtained ratio would be with a 3.76" stroke crank from a 427 with a 6.535" rod and custom pistons giveing you a 1.73 to 1 ratio (but that would make the area for the oil rings overlap the piston pin and require additional support rings) . or if your useing a tall deck 10.2" truck block instead of the 9.8" automotive block you can get to a 1.8 ratio with a 6.8" rod and a 3.76" stroke! btw just as a referance the 327 sbc that some of you think revs so well has a 1.75 ratio and the 302 Z28 engine that everyone knows can be made to scream has a 1.9 to 1 ratio, and most true racing engines like the formula-1 and indy car engines run 2 to 1 or higher ratios

the AFR 195cc and 210 cc heads along with the DART pro-1 200-230cc and CANFEILD 223cc heads,TRICKFLOW ®and TWISTED WEDGE G-2 series heads can all give you the big hp numbers, some of these heads (out of the box) are slightly better than others, but all of them with minor port work are good heads. talk to a good head porting service and they can advise you on which head best meets your needs. http://www.ondoperformance.com/ http://www.cfmperformance.com/ the hp numbers that your seeing are made by running the engines on a dyno with no accessorys and open exhaust with full length headers, and in most cases when those figgures are over 500hp, the use of solid roller cams, any of the above listed heads can get you those hp numbers. http://www.airflowresearch.com/chev215.html http://www.dartheads.com/ http://www.canfieldheads.com/ http://www.trickflow.com/product/prhomefeature_index.htm

those edelbrock heads are designed for a broad torque curve from high intake port air/fuel velocitys, they are a very good head for use on a hot street 350cid-383cid engine, they are not! a racing type head! if your looking to build an engine in the 400-450hp area they are just fine and with minor port work will get you into that hp range.but if your looking for killer racing heads look at better flowing heads like the EDELBROCK victor series, AFR 210cc or the CANFIELD 223cc heads

if your willing to spend some money those pontiac 400 and 455 engines can run just as hard as most 396 and 454 big block chevy engines. the pontiac engines cost a little more for parts but in some ways are easier to work on and can be made to scream! 500 hp is easy! look here, http://www.pontiacpower.com/ http://www.krepower.com/ but if you got stuck with a 403 olds engine cut your losses, swap too and build a chevy because the olds 403 will require a stud girdle and aftermarket heads to RELIABLY run at 500hp which in parts and machine work alone will soon cost more than a chevy swap.

they used no accessorys and full length primary tube open headers and your engine with that comp cam you picked would measured the in the same way=417hp/420 ft lbs according to my computer, and the crane cam #110921 would have 440hp/427 ft lbs measured that way and your engine with the 268 cam would get 407hp/429ft lbs according to the computer, if you want more power get full length 1 3/4" headers and a victor jr intake with your present cam those two changes will boost you to 445hp/430ft lbs with a 3" exhaust and low restriction mufflers (little changes can mean alot)

I looked it up before I input it

here is part of the artical for those of you that missed it, and yes it does take awhile to load , there is nothing wrong with your computer; http://forums.corvetteforum.com/zerothread?id=187905

z ya the computer says 386hp/396 ft lbs for that setup.changeing to a crane #110921 solid lifter flat tap cam will get you to 410hp and 403 ft lbs (.518/.536 lift 244/252 dur. on a 106LSA)according to the computer but it will idle a lot ruffer and you will need to adjust valve lash more often and have a little less low end power, call crane and talk to them,1-386-258-6174 (personally Id do it but I don,t care how my car idles as long as it smokes the tires when the gas is floored but look at it this way,...is a 6.2% boost in power that you only use once in awhile worth the trouble and expense to you ? I bet that car already runs pretty fast as it is!

all I can say is the computer program Im useing has matched dyno # within 3% in almost every case so far , and yes I compensated for denvers 4500ft-5000ft altitude but I don,t know for sure how well the program handles that altitude info as its seldom used but because we went through this before I tryied to get it correct.

and the MAJIC computer makes it guess at 489hp@5500rpm and 501 ft lbs at 4600rpm BTW thats one of the best combos with a good wide torque curve Ive ever seen in a 383cid! and thats flywheel hp with open headers but just for your info. the hp only drops by about 10hp with the headers running into the exhaust system

heres the press release GM Unveils V-12 and "Global V-8".(new engines from General Motors)(Brief Article) Author/s: Lindsay Brooke Issue: Sept, 2001 Innovative features give new engines power, economy and lower emissions. GM has pulled the wraps off two new, highly sophisticated engines that will play key strategic roles for the automaker beginning in 2003. The long-rumoured Northstar XV12 is a lightweight 7.5L dohc V-12, designed for future Cadillacs and possibly truck applications. Its purpose is to recapture the luxury-engine image crown GM'S flagship brand lost decades ago. And the so-called Global V-8, shown at this month's Frankfurt Auto Show, forms the basis of a high-volume engine family for applications in North America, Europe and Australia. "Both are uncompromised, clean-sheet designs that take advantage of the latest piston-engine technologies," says Dr. Fritz Indra, head of advanced engineering at GM Powertrain. "They produce high levels of power and refinement, with greater fuel efficiency than our existing V-8s." Speaking with Automotive Industries at the Monterey Historic races in California, Indra provided early details of both engines. While the Global V-8 is approved for production, the XV12 is still officially a prototype --though GM executives privately indicate it'll be built. The ohv Global V-8 displaces 4.31, with output in the 300-hp range. It was developed for both transverse and longitudinal installations -- "maybe even Alfa Romeo," quips Indra. The all-aluminum engine features twin camshafts located near the top of the valley in the 75-degree cylinder block. Stacked one above the other, the camshafts operate three valves per cylinder (two intakes) via short pushrods. The set-up is reminiscent of the pushrod Mercedes-Benz Indy car V-8 developed with Ilmor and campaigned by Team Penske in the 1990s. In the Global V-8, the layout enables variable valve timing on both the intake and exhaust sides, which cannot be done on conventional ohv V-8s with a single camshaft. "Another big advantage is up to 30 percent lower internal friction than a typical dohc engine," explains Indra. "This means greater fuel efficiency, particularly during idling and part-throttle operation." The engine also debuts an air-assisted gasoline direct-injection system, developed with partner Orbital Engine. In North America, the Global V-8 is initially destined for GM'S Sigma platform, which includes the 2003 Cadillac STX (GMT265) crossover SUV; the 2004 Cadillac STS (GMT295) and 2005 Cadillac DTS and Buick LaCrosse (GMX271). On a larger note, the Northstar XV12 was developed with partner Cosworth Engineering in the U.K. in a rapid nine months from concept to first running prototype. GM targets 750 hp and 450 pounds-feet of torque from the 60-degree V-12, putting it in a class beyond the current German, Italian and British (Aston) 12s. And it's a compact package, sized between GM'S Northstar V-8 and Vortec big-block V-8, and shorter in height than the small-block V-8. That's due to a linerless cylinder block, a nearly "square" bore and stroke (93 x 92 mm, with 100 mm bore centers), and a narrow 37-degree included valve angle. Indra says the engine weighs about 550 pounds without its Sachs 325A starter-alternator unit. Continued from page 1 Early testing indicates the XV12, with its direct fuel injection, and ability to switch to 6-cylinder operation, beats the Vortec 8.11 V-8 in fuel efficiency. It's calibrated to run stoichiometric air/fuel ratios at 100-bar pressure until low-sulfur fuel becomes widely available for lean-bum operation. "If we're serious about Cadillac, we need a V-12," asserts GM Vice-Chairman for Product Development Bob Lutz. "And we're very serious about Cadillac." The Big Three from Detroit love to use the beautiful background of the Concours d'Elegance at Pebble Beach, California (and all of the activities surrounding the Monterey Historics), to debut concept cars and innovative drivetrains. Other than Chrysler's Crossfire and the Cadillac CTS, the only thing of note for performance fans was General Motors' innovative V-12 concept engine, called Northstar XV12. It displays several advanced technologies in a fuel efficient, V-8-like package. This 60-degree, all-aluminum dual overhead cam (DOHC), four-valve engine displaces 7.5 L and produces 750 hp and 450 lb-ft, yet is the size of a V-B and is able to deliver excellent fuel economy. "The Northstar XV12 provides a realistic look at what could power an assault on the high-end, premium automotive segment," said Fritz Indra, GM Powertrain executive director of advanced engineering. "At the same time it showcases a wealth of new technologies under development at GM Powertrain, many of which will eventually find their way into GM engines of all shapes and sizes." The Northstar XV12 is the same length as GM's vortec 8100 V-8, and it has the approximate width and height as the Northstar 4.6 L and vortec 6000 V-8s. "The packaging was probably the biggest challenge we faced, because from the outset we wanted to fit the V-12 inside the package of a V-8," said Steve Kowalk, GM Powertrain project manager for the Northstar XV12. "We focused on keeping the size down to fit as many different types of vehicles as possible." Here are the highlights: Displacement on Demand, where cylinder shutdown is enabled through valve deactivation, which is performed by a compact switchable tappet (in all GM trucks and SUVs in 2004); Direct Injection Gasoline, using a multiple-injection setup, a single, high-pressure fuel injector located in each combustion chamber, spraying the fuel vertically down to the piston; Variable Cam Phasing, (helping to achieve 90 percent of its maximum torque at 1,500 rpm), using an internal exhaust gas recirculation (EGR) setup; a Variable Intake Manifold, with a three-stage variable induction system with tuned primary and secondary pipes for a flat torque curve; and Rear Chain Timing Drive, eliminating the need for a front engine accessory drive which reduces the engine's overall length. The engine appeared in GM's Cien concept car, but look for some (if not all) of these features in various engines on the GM line.

-------------------------------------------------------------------------------- heres my list santa, and just disreguard all that noise from the bathroom, the wife just doesn,t want me to have a great xmas http://www.corvettebabes.com/disp_pic_cv.htm?id=a18 something about the door epoxyed shut seems to annoy her ! and since there is only two things on the list bring the wife a pair of ten carrot flawless blue white diamond ear rings , I might need them when she gets loose!

thanks for the big boost to the ego guys ..GLAD TO HELP! John Scott thinks you guys might be interested in how I got the name, well short version, I spend a lot of time under my three vettes and when my wife got phone calls ETC, she always met me at the door of the garage with (why are you always so grumpy when I call you out from under those vettes?) which soon got shortened to hey GRUMPYVETTE you got a phone call!!

this might help the 377cid is made buy useing the 350 crank and rods with these pistons, http://www.kb-silvolite.com/page29.htm#SECT1 and these main bearings,Clevite 77 "P" Series Rod and Main Bearings. https://asp1.secure-shopping.com/jrmotor....1502008 or kits http://www.racepartsstore.com/377chevy1.html http://www.speedomotive.com/Destroked%20377.htm http://www.speedomotive.com/Chevy%20386%20Stoker%20Kit.htm http://www.pmeracing.com/triton/engcomp/enginekits/sbc-33770.htm http://www.dansperformance.com/page/engine_kits3.htm BTW make sure you change to ARP high quality rod bolts and ballance everything!

chevsun I think you will be ok with the edelbrock rpm heads, I tried several other heads in the same size port range and even a few with larger ports and not a whole bunch more power was gained by changeing, you would need to cgange to a different cam and new heads to real gain much!

that 377 will work well with these heads,a little pocket porting and a cam in the correct rpm range for that engine(the crane solid lifter cams like the #110921 work well)(Id get the 215cc size) -------------------------------------------------------------------------------- this seems to be a good deal! and will produce much better hp than standard iron vette heads or standard passanger car heads but check with dart to be sure YOUR manifolds intake ports fit! these heads before ordering(248-362-1188, ) Dart Iron Eagle Heads Assembled using Manley valves, .550 lift valve springs, hardned locks, steel retainers, screw-in studs and guide plates. Refined intake and exhaust ports High efficient 64cc or 72cc combustion chambers Bronze valve guides Angle or Straight plug location 200cc,or 215cc, or 230cc intake runners 2.05 intake and 1.60 exhaust valves Completely Assembled . . . . . . $739.99 800-262-5033

http://www.jegs.com/ part#249-4795 PISTON STOP $14.00 or 778-66792 TDC Locator $ 9.99

I have a 6" rod 388cid engine in one of my vettes now and yes the longer rods help move the torque curve up the rpm range slightly and yes they help prevent detonation , the differance is not great but noticeable, and if your starting with no rods my advice would be put the longest rods in your engine that will fit!! not only does it raise the rpm range slightly it also widens the torque curve slightly , now like I said not by a great deal over 5.7" rods but enough to be worth chooseing the longer rods a better choice if things like less bore wear,inproved rpm,less detonation, and wider torque curve matter to you, on the dyno the differance is mostly over 5000rpm and something like 3% in hp max from what I see but it is there!

heres some part sites; http://www.mts.simplenet.com/ http://www.chrfab.com/ http://members.tripod.com/~CadillacMan/79cadpage.html http://www.kanter.com/p17-can.html http://www.unitedengine.net/store/cadillacorders.htm http://www.cad500parts.com/ btw getting 500hp and 550 ft lbs aint that hard from a 500 caddy engine and thats at less than 6000rpm and would put a 2800lb (z) to about, 11.00et and 123 mph