nathaninwa

Little off topic. I just installed a flex plate shield and had to cut into the firewall to prevent from moving the engine forward. I ended up recessing it about 4 inches, this only took minor hammering in the tunnel to get the pan area to fit. No room for exhaust in the tunnel. But being a 90% drag car, I was able to slide the engine back and with an fbody balancer, the front face of it is behind the steering rack now

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Block getting worked on. The billet s480 showed up and decided to go motor plate Also cut the firewall up some to fit a flexplate sheild and made enough room to set the engine back 2-3 inches

Thank you. I'm pricing one out right now for a member. I really enjoy doing custom work like that

My sheetmetal intake measure 10 inches from the valley and it's about 1 inch from the hood facing forward

Block is ready for the machine shop. Going to ask about pinning the main caps this time around

It's been a while. Been expanding the garage and building intakes to make money for this project. I broke away and started finishing up on the coil over setup. It's turning out well and both struts should be mocked up tonight in the car Tranny is out and converter is on its way to Jakes. I'll be moving from an 11 inch to a 9.5 inch unit Martin Smallwood ground me a cam motions cam And on Black Friday I picked up a billet s480 from Midwest turbo. It's not here yet but materials have been orders for the new log manifolds New turbo Pistons are here too. Block is about tore down for the swap

Check out the new pre1.5.1 code released today. It's got new boost control that uses the dome pressure method like the ams1000

For clearance reasons, I welded up the side ports and welded on -8 fittings to the top of the pump but still down by the thermostat. I was able to tuck the coolant lines by the injectors that way For the bigger -16 fitting, I just used a big pile wrench while on the engine stand and twisted it up and out for a buddy of mine

That ams unit looks trick. I don't know you knowledge of the ms3 system, but I'd be willing to help you through data logs/discussion on setting up the boost control. I've been involved with megasquirts upgrades for quite some time and was involved with getting the current boost control where it is today. Both my 2j and LS project run on Pro and have helped tune my buddies 1j project and another friends turbo LS sand rail

I see your on ms3. Which firmware you running? The latest 1.4.x code has a pretty legit boost control

That mph is awesome! I'm doing an s480 on my ls3 setup right now. And I hear you about the 2j. I have a volvo 940 with an 815whp 2j. I told myself back then that the next project would have an LS, so hear I am! I glanced at your build thread, nice project

Nice! Anymore details on the car? Build thread link?

Just a thought here. What if you ran the batwing pan pickup and shortened the LS3 pan? I used an fbody pickup and took 1.25 inches from the ls3 pan and still have just over an 8 quart system still

Borrowed this S475 and started fitting things up

Should be organizing the garage but couldn't help myself to get this started just a little bit Here is the spindle modded and the strut sleeve machines to fit and he whole thing dry fit. I need to machine the upper strut shaft for the coil over top and install the the coil spring threaded body on the strut. Debating what spring to buy, I get just over 4 inches droop with this now and can just fit a 14 inch, 125lb spring. It should compress about 4.8 inches, where a 150lb spring will only compress 4 inches but not giving me the ride height in wanting

Looks like JE makes a drop in piston with a 9-1 compression ratio. Excited about as I can r and r them and still use my current ring pack

Kind of a random post. Weighing my options it seems buying a new set of Pistons is in order. So my thought is pull my current Pistons out and sell them. They have 35 miles on em, 4.065 stock bore ls3 drop ins, with stock length 6.098 rod. They are advertised at a 5cc dome and have huge valve reliefs. With .030 shaved off the head and a .040 gasket I've calculated it at 12.5-1 compression. Iirc stock heads and gaskets is right around 11.5-1 I'd have my custom cam for this compression for sale too Pistons are wiseco's and cam is a Tick spec'd Comp Cams If anyone is interested I can post a pic of the Pistons and cam card. Motor is still assembled and won't be driven anymore this year

Got moved along on this project today. Here are the F body 90/10 drag struts. You can see the stock one and the other how I trimmed off all the mounting hardware and fitted up a PC of dom tubing for it to sit in. I'll weld the tubing to the Z spindle and slice/bolt clamp the strut in. Just need to order the coil over sleeve

I bet there is huge mechanical differences between the 60e and 80e. Mines rebuilt using Jakes stage 2 with all the internal th400 mods along with Jakes modified valve body with tranny brake. From what I understand of the 400, the clusters for each gear have to spin opposite each other. It's weird tho, no lag between gears, just delayed. This is using the controller in manual mode and auto mode. However, while doing a burnout in the box the shifts are instant. Might be an rpm thing. I said something to jake and he mentioned that it is normal for that Edit. Maybe it is the transbrake valve body and fixed th400 line pressure setup. Shifts are firm and hard, just delayed from the command signal

You might not like a paddle shifter. My 80e has a toggle manual mode with a pro ratchet shifter and the delay from the command to the shift is oddly long. I ended up setting up an rpm shift point. Setting the trans shift point at 6600 nets me almost a 7000rpm shift point Have you mocked up the assecories? Would not want to route a hot pipe in a bad spot Gas tank looks good there, nice fit

Well not much got done over the weekend. I have almost a 1300 square foot house with a 1300 square foot daylight basement that has my 20x20 garage, second bath, laundry and a reck room. We don't use the reck room much so I cut a 7-1/2 foot hole in the wall to open the garage up to the reck room adding an additional 15 feet of depth and about 25 feet of width in all. I'm in process of moving all my tooling to the new area so the original garage can hold both cars with breathing room around them. I'm excited for this But I did get the Intercooler mocked up. It's where the grille would be forward of the torsion rods, plan is now to move the radiator ahead about 4 inches till it just touches the torsion rods and that opens up ample room to fit the s480 I decided to go with

Thank you. I'm really happy with how it's turned out and excited for the winter mods coming up Gt45 is to large for twins. So my dyno guy is bringing home a pte 7275 for mockup

I got the phone call last night I have been waiting for. My buddy with the rx7 is considering alum heads for his 421. What that means for me and our race is I get to turbo charge it now. We had agreed on my ls3 and his cast iron headed stroker, but I always told him if he Gos with the AFR heads he wants I'm at to much of a power deficiet that I get to turbo. Well, the time has come Now to start thinking about what to do. An s475 is just to big to package with what I have left for room, so I'm looking at the smaller s256 and running twins maybe or possibly a smaller package 75mm precision turbo. I was looking at twin s360's as well but room is really at a premium Either way an ETS 4x12x24 inch core will fit up front Just so many turbos to pick from. I'm grabbing an eBay gt45 at lunch from another buddy for sizing things up

The LS is not one of them engines running the stock style thermostst