nathaninwa

edited for correction. Brain lapse! Thinking about this more. I'm sure you could block off flow. The thermostat is always in a 100% open state weather it's closed to the radiator and looping internally or open to radiator and blocked internally, or somewhere in the middle. As long as there is a bleeder hole on the top side of it

What's your plan on springs? Coil overs over the top or the traditional lower/frame setup?

That's good time with that setup. I'm trying to get back one more time even on this converter to see where the new whp puts me for mph I'd have to price out an intake, it would be competitive for sure, my problem is cylinder heads. I can get an old 5.3 block but need heads to verify port location and runner alignment

Which transmission?

Mine is that much below too. I welded a PC of 1-1/2 square tubing to the front cross member, and it seems to be level with the 1-1/2 subframe connectors. (Perfect for a sheeted belly pan/aero setup)

I was going to make mention that I used the ls3 oil pan with the fbody pickup. I cut about 1.25 inches out of the bottom and still was able to use an improved racing baffle. Total quarts with a Wix 51515 is just about 8.5 quarts. I'm still running the L99 pump too

I'm with you, heater and side glass are a must. I did get rid of the stock heater box in favor of an old engine cooler setup I had, just built and shroud around the cooling fan and I have defrost vents. That still needs installed tho, the heater line is looped inside the cabin for now. I'd like to get some led headlights, but having troubles finding some with plastic lenses I figure with the hood, hatch and lithium battery along with some door cutting and other random stuff, 100lbs is doable. I need to pull the tranny, and may cut the allowed 6 square feet out of the tunnel iirc and re sheet metal with .040 alum and I like the stock seats, but will hold saw them up when I recover em. But went to the dyno today and left all sad faced after learning about autos and dynos! My 10.7 pass at 132 was done with an off the trailer 415whp. After some fueling and slight timing changes the day ended at 460/400 and it's still makin good whp out at 7300 or so. I'll get the graph posted tomorrow. But I got the data I need for a proper converter, and I think I can get 10.0 out of this combo first thing next season after the minor changes and some aero mods That website you posted is where my hood came from already! And we have talked about the hatch, along with doors and fenders. The doors and fenders are a little out of my budget but the hatch is affordable along with the cowl setup. I may revamp the hoods height as I don't need that much and I really like the stocks hood appearance, so I may take about an inch out of it

I was 2500 race ready, then the hood, rear glass and cage door bars got installed. So let's call it 2600 now to be safe as fuel varies I have a glass hood to install and wil do glass hatch and lexan rear window over the winter It does have a full chromoly 10 point cage with dash bar

Good point. Just looking for ways to shed some weight. I'm working with a machinist friend who is going to make some alum 300zx hubs. The new struts should save some weight and maybe I'll look into alum lower control arms

Question. I don't use the fresh air vents on the car that run through the fender. Can I cut these off without losing any strength?

Edited for front suspension

edited for future front end stuff

I could always drag the brake a little! Talked with the cam guy today and recommended at least a 4500 stall and he to is curious about the hp curve And tonight I started changing out the standard TR6 plug for some TR6IX plugs

How's oil pan clearance?

Thanks. I meant to get to this yesterday but got busy So my buddy's rx7 has ran an 11.6 at 115 mph. That was with a mild 406 iron block oldschool sbc. He is currently working on it now. He went with a 421 dart block and a powerglide. He will be caging it and back halfing the car like mine with a big wrinkle wall tire. And ironically I'll be doing the chassis work! So in the end it's a close build. He has a block that is over 100lbs heavier than mine, but his glide is lighter than my 4l80e. He will be running some not the greatest iron heads in the beginning. If he moves to an alum head and takes advantage of the stroker, I get to turbo mine! I'm thinking with a good converter, gears and wrinkle walls on my car, I should be knocking on 10.0's At the end of the day, were really good friends and our builds have just upped each other's game quite a bit

Thanks guys, cars feels solid and nice driving down the strip. It Gos straight and doesn't act funny at all I ordered some tr6ix plugs for Tuesday. Plan this week is to hit up English Racing on Friday afternoon and dyno the car. This will get me the data I need for a proper converter Then on Sunday, the plan is to get both my cars to Pacific Raceways in Kent and make a few passes in each and possibly get both on the track at the same time

Ill see about getting some video from my son tomorrow. Was able to make 6 passes down the 1/4 at Portland international raceway tonight. It gets dark so early I made no chassis adjustments, just air pressure. Car needs more converter for sure, I stall out on the brake at 3100 and car runs a 1.6/1.7 sixty but falls on its on the launch, then comes to life. I'm crossing the finish about 6000rpm so I can go a little deeper with the gears, to maybe a 4.30 with a 29 inch slick and run the 28 inch et streets at the 1/8th mile and just run that gear as an all setup Off the trailer the car made a 10.8 pass at like 132, then ran a best of 10.7 at 132, then more 10.8 passes till I started running out of fuel in the race tank. Burnt up 2 gallons of 116 in 6 passes which means I also burnt 2 gallons of 92 for a total of 4 gallons in 1.5 miles!!!! All in all I'm 110% happy with how this car is feeling right now and can't wait to get the converter restalled

When I was test fitting up for turbos I mocked one 366 up and man plumbing will be tight, especially after all the accessories are bolted on. I then opted for an S475 kinda tucked in the front passenger side. All depends and how you mount the radiator and Intercooler setup and what kind of surgery your wanting to do! I've seen plenty of both I opted to all motor on the initial at the end for cost and time reasons. But a turbo will be in the future at some point

Look into twin S366's

I'm lucky to have a great finace. I have a 15 year old boy and a 6 year old girl. I clock in on the car about 9 at night and work till 11 or so and I get most of all Saturday's. It's been a lot of fun Was able to shake it down a little at a local 1/8 mile at an old airstrip. Car Gos straight and leaves pretty good off the Tbrake. I'll finish off the cage and get my floor patched up this week and see about a 1/4 mile this Friday

I'll be honest. It scared the wits out of me thinking about setting up canbus. So at first i got communication with each project over its own USB port, and actually fired the motor with zero tranny communication. But then I decided one evening to tackle it. I had read enough posts on it and sure enough, the developers were looking out for guys like and it really just autoconnects. When your connected to the master, or ms3pro in my case, it's a matter of opening the tranny project and searching for it, tuner studio finds it and connects up, same with the egt-can box. Now seeing how simple it really is I'm not afraid to try out the add on gauges that some have devoloped. I've even left room on the Ecu board for another microsquirt. James has a code for it that turns the micro into an extension I/O platform giving you much more inputs and outputs. I'm about out of both and want to log and control a few more devices so I may get one of them in the near future

The ecm deal is a long back story too. Condensed version. I got involved with megasquirt way back in 2000 when it was all email and group buy stuff. Life moved onto stock ecm stuff in 2005 for a trail truck I owned and then after trying and having huge fail with AEM series 2 on the 2jz, I went back to megasquirt and got involved heavily with ms3Pro. That's been on the car for several years and after having great success with staged injection on that motor, there was no question the LS was getting a Pro too. This also makes it so I have 2 ecu's at the house. I've been involved with firmware testing and new features getting added for a long time and am currently working with them on some launch settings along with pushing for sequential staged injection! I'm also using microsquirt to control the 4l80e. MS3 and micro talk over canbus. I'm also running an canbus egt box and have 8 probes for dialing in cylinder to cylinder fueling

I have not posted over there yet. I am a member from when I was searching out T56 stuff a few years back. Not even sure how what section I would post it in. I'd like to get some dyno data first and some track time

Back story in the intake. I've been making intakes and headers now for random things for about 10 years. I found a niche in the volvo community where I have designed a production style sheet metal intake for the turbo 4 cylinder that makes pretty good bolt on whp. In that time I have learned a lot and really refined the fabrication process This intake started with a dxf file that I drew up and gave to a buddy with a cnc router setup and had him mill out the flanges with stock oring style intake/head sealing. I then worked out a die process on the hand press that formed 2 inch 6063 Intercooler piping to get the transition from squareish to round. I then modded some dies to make the velocity stack Working with my genius math friend at the dyno we calculated runner length based on the peak rpm I wanted to make hp. We chose right around 6800. We also chose a plenum size of almost 2-1, I ended up close to 700cu on that one with the coffin design to slow the air a bit as it enters then tightens up to speed the air as it gets close to the back cylinders I picked up a sweet 92mm throttle body for it to and converted to a ford PWM style idle motor I make my own injectors bungs for these and fuel rails. It's all -6, but run 16, 540cc injectors I've had such great luck with staged injection on my 2jz that I wanted it for this motor too. I'll be running pump gas through one set and the staging equal to a separate 116/30% ethanol mix to get 104 octane in the chamber as the motor is 12.5-1 compression I have it come on with tps and rpm So far egt's are within about 60* of each other under partial load at 4500 rpm