Heavy Z

Exactly. When trying to explain the importance of tolerance to someone we should avoid becoming intolerant ourselves. He thinks a lot of the people on this site and we can help him to see things from a different angle. Don't sweat it dude, let Vette guys call 'em Zs if they want, or 240Zs if they prefer. Truth is most hybrid Z's will kick their a$$es anyways.

Your points are very well articulated, Bob. One thing to keep in mind is that you purpose-built your 302 to kick a$$ on the street, only to be disappointed by the outcome. Nic isn't trying to build the fastest car possible but is intrigued with an oversquare engine. He may drive it and be completely happy, or get used to the power, want more, and move up into some bigger cubes. A good point you made is that if he goes this route and builds a motor that can rev to the moon, well, the low end will take it but the valvetrain might not.

Try using the search in the chevy or misc. tech forums, I seem to remember this coming up before. People on this site have discussed using various approaches to keeping cool - from vintage air systems like Pete Paraska chose to Mike KZ's custom retrofit. Hava look and you'll find some helpful info.

Your rare Lancia - grab it up if you can: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2450443831&category=6292

I thought some of you might get into this: http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=2450410647&category=6396

Have you considered looking for a Z that already has a conversion done or partly done? It may be the answer for having a running Z in 2004, saving you precious time and money. Ask yourself..."how long do I want to be on jackstands?"

The feeling you get tomorrow when you mash the pedal should make for a nice xmas gift to yourself, too.

Check this out - interesting idea and very efficient too: http://www.rnw.nl/science/html/031215wheel.html

My family has owned 15 alfas, the Z is different. If you wanna ride in a Z V8, lemmie know. A drunk,

Sorry Nic, I didn't read the first part close enough. I'd go to Wessler's auto body on J street since the owner is really cool and they do thorough, expensive work.

For the engine, you might try John's automotive - he's worked on Zs for a long time. As for these: Install new door panels - do it yourself, 15 minute job with a screwdriver. Install a dash cap - do it yourself, pretty easy especially if it's a half cap. Install an airdam - do it yourself, basic tools needed and about an hour of your time. I'm not sure about the alarm part, good luck Nic.

With a little more work, they could build a great piss evacuation system for both the driver and passenger.

For a ride like that I'd try to harness the power of the sun...or maybe a 327 would do if you're on some sort of budget.

Thanks, is there a ballpark figure on how much more compression they'll tollerate compared to iron heads? Something like "you can run 10:1 with iron heads and 10.5:1 with aluminum heads on 91 octane gas." You probably get my drift. If there's an answer, thanks in advance.

Can someone who knows more about this please explain - I've read many times on this site about the fact that aluminum heads can take compression better than iron heads. Why? Thanks

Just what I needed - thanks guys.

Welcome aboard, try this out: http://www.reactionresearch.com/automotivedetails.htm

Welcome back, bud.

I just got my first carter carb - it's identical to an edelbrock 4 barrel and my experience is with holleys so I could use some advice, I need to change the secondaries. How is it done? I took off the air cleaner and looked around the carb but I guess I'm missing something. Thanks.

Wish I could help you but I don't know the offset.

Hah

That's sure is something to be proud of, it'll all be worth it once you step on the gas and the appreciation for what you've built sinks in. Miles of smiles ahead!

I highly recommend it

Thanks everyone for the advice! The efficiency of those who frequent this site never ceases to amaze me. I do remember about a year ago when the old dizzy was working it had an even smaller cam(comp 268 - .218 duration at .50/.454 max lift/110 degree ls) and had less trouble pinging. I thought the new cam might help to bleed off a little more comression than the old one, maybe going a step bigger would've helped more. I'll try your tuning recommendations first and see if I can't get this problem solved, once again thank you all!

Hello everyone, I'm hoping to draw on some of your knowledge as I've got an ignition problem that has yet to be solved. My 383(10.5:1 cr) was having problems with the old points-type distributor so I upgraded with a rebuilt HEI w/ vacuum adjuster and despite this and a lot of playing with different springs this thing still does the same thing my old distributor did. It wants to add all sorts of advance(44 degrees or so) at fairly low rpms and the result is that on the road it'll ping in 3rd gear of a turbo 350 at 40 mph under a slight load. Not good at all. The cam is a comp XE268H just installed recently, could cam timing do this? Any ideas welcome at this point, thanks. :|