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Tony D

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Tony D last won the day on January 13 2019

Tony D had the most liked content!

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About Tony D

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    Wiki D
  • Birthday September 26

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    Reno NV & Lucena Quezon, Philippines
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  1. I have to admit, I buy it by the case, and smuggle it in across the CA border (same like buying some of those engine powered devices from Harbor Freight 'not available in CA'...but they sure ship to Phoenix!) See if you can find it on Amazon and get it shipped... Grainger won't so don't try there. The key is the methylene chloride content, that makes RTV lift and pucker like crazy. We use RTV on large gearboxes and yeah.... you can scrape it with a razor, but when the flange is 4 to 6" wide, and about 20 linear feet.... I get the spray-on gasket remover and spraying that stuff on it and jus
  2. This is why people hate me... Well, one of the reasons! 😂 No swapping to ITB's? You can sell those carbs for enough to get a nice EFI Speed setup out of Australia and then you're only out for whatever EMS you choose... 😈
  3. I can think of one or two... and it's right in the running horsepower-wise both N/A and potentially turbocharged.
  4. For repetition and completeness sake, that is possible on the current non-crossflow head. Add about 400HP to that estimate for this head... if you can keep the bottom from moving around.
  5. Yep, you would be wrong. At least you're open to that idea. There is no reason whatsoever why an L28 isn't an 8,500-9,500 powerplant same as an L24. No "large bore" necessary, we were limited by class rules to no more than 3.0 and if anything we would have stroked it for power more than bore it. The L20A was pretty much capacity classed at 1998CC, needed stock bore and stroke on that one, and it went to well over 12,500 without any valvetrain issues whatsoever. The limitation is breathing ability of the head N/A moreso than anything in the bottom end. That's benchracing in the extreme.
  6. Sadly, before the Koreans hijacked my YouTube Channel, I had videos of us making runs at El Mirage where we shifted at 9,500, and 9,300 depending on the gearing or tire height. No titanium Retainers or Spring Caps, and we ran that engine to over 12,500 doing valvetrain stability tests without any issues whatsoever. An L24 will do it easier than an L28 or larger simply because you are limited on flow through the ports on the non-crossflow head (about 240-250cfm max) and that will cap your power peak realistically in the 8,700 rpm range. Been there, done that, got the videos to prove it
  7. Hey Tony is there a way I can contact you to discuss intake manifold runner taper for an LS motor please sir?

  8. For all this talk of OCD.... nobody has specified which mount they used cutting the urethane to match the nose of the R200. Whee! did a great writeup, photos, dimensions, etc.... but never said if he started with the 3-1108R or the 3-1158G! There's roughly an 8mm difference in height between the two and that looks to be what he cut in the arch when you take into account the bottom doubler strap is removed to make the ears fit "flat"! So there's the big question: Are you arching the 1108 or did you arc cut the 1158? Inquiring minds want to know!
  9. COVID-19 will make Facistbook go savage eating the young...and people will get bored at the nonsense... and flick back to see what's up. Hell, JeffP got with Cometic an had them make an all-new gasket to his specs!
  10. Have those cars sat out back for 20 years now? Damn, I guess they have!
  11. Interesting project I should try removing my Fairlady Z/ZX stickers! Yet another project with no time to do...
  12. I guess to be complete, the engine dynoed at 205RWHP at 8775 and would shift at 9300 from first to second, an at 9500 the rest of the way up. The speed we did at El Mirage was within 2 mph of when we started out with the L28 making only 217 at the rear wheels, so it appears a comparable and accurate pull. We used the same head from the L28 and had to heavily relieve the block to clear the valves. The combustion chamber was huge, and as a result we barely had 11:1 compression, if that. We had no issues running this engine in valvetrain stability testing to more than 12,500 rpms. We got pr
  13. I literally had to cut guys line in back when his car wouldn't make fuel pressure and the filler neck was sucked down FLAT. If the system is fully sealed without some sort of vacuum break or vent, you won't fill it fully, and as fuel sucks out of the tank running down the highway...you get lower and lower pressure blanketing the tank, to the point if you run long enough, that the tank goes into vacuum and you burn up the fuel pump or lose fuel pressure till you pop the gas cap.
  14. I see the edit regarding drilling the carbs.... Are you meaning you enlarged the holes on the carbs to allow movement to accomodate both the pattern on the box, and the pattern on the manifold (basically made the holes bigger so you could jigger the carbs around to get the lined up and the fasteners to fit?) This has been a known issue for a time on the later boxes, don't know why they got funky on the hole drilling some fit some are quite a bit off. On the ITB's (which was really the design for these) some of the fuel rails interfere with the box and you need to spacer it out to fit, this
  15. Move your WB to 4-5-6 and see what it says in comparison... then move it downstream so it gets a whiff of all six!
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