Mikelly

Pete. I know that isnt hot. Point was that my setup is pretty efficient at keeping the oil cool. On that particular day it was in the 90s and humid, so I would have expected higher oil temps after just a few laps. Good thing about that FAST Dash display is if you set it up properly, it will log any analog channel you turn on. Having the oil and coolant temps, along with oil pressure sure is nice to map out against RPMS when you are in the pits between sessions. Mike

Just watched your track videos... Well done man... Greatly enjoyed them! Zcar is coming right along! Mike

So the motor is back together with a fresh timing cover and seal. It runs. I need to degrease the engine bay now and confirm there are no further leaks. So I am done trying to do a draw type PCV evac setup. Mother Nature will have to live with one more car spewing oil fumes into the atmosphere. I have one valve cover with a double baffled breather on it, and the other going to an AllStar catch can/breather and I am done trying to make this car more complicated than it has to be. Hopefully the oiling issues have been resolved and I can get back to the other aero issues I would prefer to address, and oh, Driving the car on track without significant issues. All that said, I suspect the next two weeks will be sidelined for the old Zcar. We are in the final prep for the 24hours of VIR with our ChumpCar entry. Next weekend and much of the following week will be devoted to that car as the race weekend is on August 9 10 11. Mike

Thanks man! Would be if I could keep her from spewing oil everywhere...Thanks! The window vents right now are funneling fresh air on me, but will eventually blow on the rear diff cooler and the trans cooler. The side ducts on the fenders are Carbon pieces I bought from John at Reaction Research about 8 years ago and finally decided to install them. The car pulls over 1.5Gs in the corners at the track... When I can keep it together it is Fun and spooky to drive at the limits.

Pete, My oil cooler is about one third the size of yours and during the event at NCCAR it was very hot. The 8 laps I got in before the fuel issues sidelined me we were seeing (and I logged this) coolant temps at 187 and oil temps at 206. My 383 stroker is only making about 450BHP, but it is something to consider. I also dont have it stacked right up against the radiator. It stands about an inch in front of the leading edge on mine. I kinda agree with Coffey on the heat exchanger idea. As you know Porsche has been doing this for ever. My twin turbo was making over 650BHp and never suffered heat soak at the oil or coolant temps. Mike

Coolant drained, waterpump removed, timing cover off... Ready to scrape gasket material and start the process of reassembly... Mike

I've been very impressed overall with the latest platform of the Mustang model. The motor is a dream, and the trans, although weak (thanks getrag) is a delight to shift. The thought of a Coyote transplant project has come to mind! Mike

Yesterday morning I pulled the harmonic balancer off the crank and the oil seal came off with it... Think I found the "leak" in the motor. I went ahead and picked up a new timing chain cover along with the seal kit. The oil was drained and I went ahead and dropped the oil pan down so when I replace the timing cover it will be easy to get to. The heat was so bad yesterday I called it a day. Mike

My first V8 transplant Zcar had the T56 in it and the thing weighed easily 170# when coupled with the centerforce 153tooth flywheel available way back in 1998. My latest combo has a TKO600 5speed. The weight in my combo really lies in the blowproof bellhousing and the clutch combo. That, the LS based motor, and the move from the Q45 rear to something else should net me 200# total savings in weight. That should bring the car well into the LOW 2400# range. Mike

The numbers to me mean absolutely nothing without the data. Matter of fact, the data is ALL I care about. The Data tells me how, when and where to apply the power. For example, In my dyno thread we noticed how we could gain .9 sesonds, POINT NINE from 2000-6000 RPM. That in a roadrace environment means the world. Not having the data to see what works and what didnt means everything. Power numbers??? I will pass, thanks.

I have modded the heck out of mine to make it wit with my custom wheel/tire setup... it's off the car right now while I plan on closing off more of the front openings/flows to the radioator box better. Check it in my build thread for progress. Mike

Confirmed this evening the front crank seal is leaking oil like crazy. The motor def. will need to come out. I'm also seeing it in the rear seal weeping and the pan leaking. I'm guessing that the pressure was just to much. I'll pull it out after the August Chumpcar races. I really don't think I'll have time to mess with it until after that. Mike

So the accusump is out of the car, and the dash is back in. I managed to get the circuit breaker to fail while in the car, and ran a test on it. Once that showed the unit to be faulty I replaced it. Car runs again. I'm going to go ahead and swap the oil and drain the lines again, and put 5 quarts in it. I'm also going ot pull the car out of the shop and degrease the engine bay and "hope" there are no more leaks. I suspect we'll be pulling the motor to replace the seals/gaskets. "While I'm at it" I'm going to go ahead and install the tilton release bearing/candlestick on the trans and plumb the hydraulics to that and get rid of the Wilwood slave setup. It will be far more durable in the long run. Mike

Title says it. If you have an R200 with 3.36 gears, I would very much like to buy it. Mike

Veeery interesting.

The air behind the radiator is stalled at about 15 miles per hour, according to the windtunnel operator. Mike

Figured the whole thing out in about 15 minutes... The Circuit breaker is a 100amp and I had two different figures provided for use. One took the components to right at 100, and the other to 105 amps. I took the MSD off it completely and ran it directly to the master switch for the power feed. If I have any further issues electrically, I will replace that circuit breaker completely. Now on to removing the accusump... Mike

Figured the whole thing out in about 15 minutes... The Circuit breaker is a 100amp and I had two different figures provided for use. One took the components to right at 100, and the other to 105 amps. I took the MSD off it completely and ran it directly to the master switch for the power feed. If I have any further issues electrically, I will replace that circuit breaker completely. Now on to removing the accusump... Mike

Trouble shooting the wiring this afternoon. So far I have resolved one issue with the starter button. No answer on the fuel pump feed yet. May be the relay but as of now it is running again. Will take more troubleshooting. Mike

Mine is hitting at the tall point of the hat at the back of the unit. You can see in thru the hood vents with a flashlight and a mirror on a wand. Sux. That said, the power loss didn't help much either. Mike

Mark, Jeff and I have talked. I won't go into it here, but there is a certain vette project I recommended to him that did not go as planned and is still not right a year later. Pete, I am looking at the whole driveline for potential replacement, including the rear driveline and the trans. 6500 rpm on the tire I expect to run and a 3.36 rear should get me what I need. Keith, I am on hold again for another few weeks due to circumstances beyond me. Someone could just as easily buy it tomorrow. Mike

Which is all fine and good. But when you don't take all the components into account that impact each individual project, you get issues like this. I have been a participant of four JTR builds and all of them have been vastly different. I can assure you that the hood on my car will not fit flush with the larger SPEcTRe carb hat. I am also using the complete JTR kit for this motor/transmission combo. Why it is hitting? Has to be the intake manifold height. But saying Practical solutions are being ignored is completely incorrect. Mike

Yea, I'm getting to the point that I'm not sure it's worth sharing experiences if they're going to be continually challenged. I don't see large numbers of people stepping up to do such testing and then share the data. Kinda like the last round of motor oiling issues and a specific member swore that "leak down numbers" would "prove" the motor was built incorrectly. It's like a certain other member I blocked recently. I don't see him running out and organizing a windtunnel test. No, instead he would prefer to challenge those who are willing to fund and conduct the tests, and almost demand that we test things we collectively find no value in. But because they are the smartest person in the room, we get to suffer through their nonsense? No. I'm to the point that if I conduct a wind tunnel test now, I may well NOT publish the data because quite honestly I don't feel its contributions would be appreciated. Is that sad or what? A few do indeed ruin it for the many. I've been coming here since the beginning. And I like to learn, and share as well. But when it becomes work, I will pack up my toys and go elsewhere. And yea, that sounds kindof self important, but I don't see other folks sharing the info. And you will notice I have NOT posted my dyno sheets. Not even going to go there because I know some will not understand the data, yet well challenge every aspect of the information because they "think" they come from a superior position of knowledge. Why every post has to be challenged by some is beyond me. Mike

Pulling together a plan right now. Looks like I'll be installing the 5.5 inch Tilton clutch kit with bellhousing and ministrarter. I'll also be installing the drysump kit along with the LS1. I'm going to drop the shortblock off on Monday of next week to have the work started. I believe I'm also going to install the Trickflow heads/cam package that was released last year. Still doing a little research but that's where I'm leaning right now. Mike