We Bad

The link in the previous post is really part 2 of a two part article. The 1st part can be found here: https://www.powerperformancenews.com/tech/the-missing-link-v6-cam-test/ The race parts from GM were for 4.3's without the balance shaft. None of my engines have the balance shaft. This link sheds some light on the balance shaft that GM incorporated to smooth the inherent unbalance of V6's.

Those interested in how a "much-closer-to-stock" 4.3L V6 performs might be interested in this article from September 2017. https://www.powerperformancenews.com/tech/4-3l-storm-warning-v8-power-from-your-v6/

I put a 383 cu in SBC into my Z car in 1995. It soon became apparent to me that the car needed less weight more than it needed more horsepower. I was aware of the Chevy 4.3L V6 since the debut of the GMC Syclones and Typhoons. https://www.caranddriver.com/archives/gmc-syclone-vs-ferrari-348ts-archived-comparison-test The NASCAR Truck Series was also using V6's at the time. Factory involvement means factory subsidized research and development and high tech exotica as close as your dealer's parts counter, such as this 74 lbs engine block with massive 4-bolt main caps and the capacity to go as large as 320 cu. in.

These headers require that the brake master cylinders be moved to the driver's side of the firewall. Commercially available examples of this can be seen at: http://tiltonracing.com/product-category/brake/pedals/.

My vote for post of the year!

I guess the plastic motor doesn't weigh much.

If you aren't constrained by the rules why not move it to in front of the LCA to put the rod in tension?

That'll buff out.

I heard this a long time ago. . . "If it breaks, make it stronger. If it doesn't break, make it lighter."

rags, how much boost are you planning on?

I've followed your journey since you've started. Thanks for sharing it with us. Reminds me of an old saying I once heard. . . "nothing hard is ever easy!" You have said very little about the specifics of the engine build. Post #244 has the dyno results and I was wondering if you could share with us the camshaft specs? Thanks

M S D May Suddenly Die

Thanks. Positive displacement superchargers ROCK!

Would you share with us the specs of your custom ground billet cam, please?

Attaboy! on the 10#s. In my experience the driver's seat is the hardest place to remove weight from these cars.

"It is not the critic who counts; not the man who points out where the strong man stumbled or where the doer of deeds could have done them better. The credit belongs to the man who is actually in the arena, whose face is marred with dust and sweat and blood. At best, he knows the triumph of high achievement; if he fails, at least he fails while daring greatly, so that his place shall never be with those cold and timid souls who knew neither victory nor defeat." Theodore Roosevelt

I met Mr K at the 1995 Z Car Convention in Atlanta. "Thank you for building the Z car", I said. "No, thank you for buying it", was his reply.

PM sent

http://hotrodenginetech.com/pipemax_header_design_software/ If you are curious to see how your unequal length primaries compare to equal-length primaries, or how long the primaries should be, or what the optimum primary diameter should be you can try this software. In my opinion it is cheap entertainment compared with the time and money you will spend fabricating such headers.

What's a "dizzy"?

The book "Kimini: How to design and build a mid-engine sports car - from scratch", by Kurt W. Bilinski, contains a excellent write up on building an exhaust header. Go to www.kimini.com for a sample, and best of luck with your project. Most folks are afraid of header fabrication.

Won't the plastic melt? ...just sayin'