DaleMX

I dont think it's a badge of honor for me, I can't see spending the money for a C6. My insurance is like 150 bucks a year and the car is paid for, but fast as they come (or faster).

I removed mine. I guess it's just to keep it from getting iced up and sticking. Dont need it in Ga. I used JTR's T, it's what you need.

Thanks Matt! Thanks Tyson! The patches are great. I'm going to sew them onto my black Dickies jacket and drive the Z down to the local rice gathering to ruffle some feathers.

Too much work for me. http://forums.vwvortex.com/zerothread?id=776885

Humm, maybe time for a lighter flwyheel.

This I gotta see. Pics please.

Look nice David. I messed with double flaring brake lines quite a bit but ended up having limited luck with it. I guess I wasn't deburring the inside good enough because after a while they broke at the double flair. Anyway, you pics are great! The car looks really good. Looks like you ended up doing the same thing to your clutch as I did. Drilling and tapping for a -3 line. That has worked out great. I felt that the brass was a little weak and might expand a bit so I locktited the snot out of the fitting and baked it for 2 hours at 250 degrees.

Well I hope mine keep's living, its a SPEC Stage 3. I've only got like 2600 miles on it, but it has worked perfect since day 1. For what it's worth, the LS1 flywheel can be hit .015 max.

It's a car ok, get a life. You didn't name your recliner did you? Oh alright I named mine "Clunk".

How about "HybridZ 3 years and counting"

Sure you can, I just didnt have the fan set from my pull so I went the easy route. My Taurus fan cost 25 dollars and fit like a glove and the electrical was very simple. If your going to use the dual fan setup I believe you will need a dual or tripple relay setup as compared to the single for the Taurus because the computer output is just a signal to drive a relay. It also appears as though the fans on the Fbodies fail quite often.

Ad-aware is good, but SpywareBlaster will keep most of the bad stuff off of your machine. It protects you from about 5000 different spyware programs. It's a free download. I used to get like 5 or 10 different hits on Ad-Aware, but now with SpywareBlaster I get like 0 or maybe 1.

I'm not making any resolutions, I'll just stay on my path.

That's one way to make a living and completly mess up your child. Hope someone saves that kid.

Ok, here goes the reaction disk question. Does the pedal feel kinda firm with out the engine running, but with it on it just goes to the floor? This seems to be the symptom of the reaction disk.

I got the cylinder at Jegs. http://www.jegs.com/webapp/wcs/stores/servlet/CategoryDisplay?catalogId=10002&storeId=10001&categoryId=13601&parentCategoryId=11421&langId=-1

A good friend sent me this. I thought I would pass it along. He got it from someone else so I dont know who's father told the story. Here is a story that my father (now deceased) told to me 35 years ago. I believe that it is true. It also has relevance for the science hobbyist. In 1940-1941, British fighters and bombers were getting beaten up over the English Channel and France by German antiaircraft gunners and fighter aircraft. The Brits realized that they were losing more pilots than could be replaced on a timely basis. So the High Command funded a study to find the best way to armor their aircraft. They hired a mixture of military engineers and even a few academic scientists. Even though academia and the military usually don't mix, the High Command was desperate to find a solution to the problem. After months of research, the military engineers, doing what they do best (i.e., Linear Thinking), turned in their final report, in which they concluded that there was no effective way to armor military aircraft without slowing the aircraft down to such an extent that it becomes useless as a military weapon. The crew compartment needed to be armored, as did the engine compartment, the fuel tanks, the hydraulic controls, and maybe even some weapons. The engineers concluded that an effective armor was impossible because of weight considerations. The High Command then called in a long haired, scruffy looking physicist/statistician from Oxford University. Immediately, the scientist asked to be taken to a hanger where the planes were being repaired. As soon as he entered the hanger, the scientist disappeared underneath one of the aircraft. After about an hour, his military escorts became impatient and left the scientist alone, believing that "this longhaired Oxford Boy" was a fruitcake. Fast forward two weeks. The scientist sends in his final report, in which he apologized for being so slow in his research. Included in his report were the schematics of each type of British warplane, with seemingly random, irregular shaped shadings on each plane. These shadings represented the areas where armor needed to be placed. According to the scientist, little armoring was necessary. More importantly, some parts that had critical subsystems didn't need armoring at all, according to the scientist. The High Command looked at the scientist's recommendation and laughed. The armor's patchy, seemingly random distribution didn't make any sense, so they called the scientist in for a meeting. "You clearly don't understand how planes fly or how they need to be protected", one British officer said with a smug tone. "You have to protect the critical subsystems." "That's not strictly true. I don't necessarily need to know that", responded the scientist. The military brass were now totally convinced that the scientist was nuts. The scientist continued, "Consider that the only aircraft that I could study were the aircraft that safely made it back to base. The aircraft that failed are lying at the bottom of the English Channel, unavailable for study. So I examined each surviving plane and statistically tabulated the pattern of bullet holes. I reasoned that the areas that DO NOT have any bullet holes are the places that need armor plating." The High Command responded, "That's silly. Why protect the areas of the plane that do NOT get shot up?" The scientist responded, "Because on the aircraft that got shot down, I predict that it is in those areas that you will see bullet holes. That is the solution. It was a simple statistics problem." Sure enough, the scientist was correct. British planes dredged from the English Channel had bullet holes in places where the surviving planes lacked bullet holes. The "Fruitcake From Oxford's" armor turned out to be a success. Survivability of British aircraft jumped 50%. Moral of the story: Don't limit your style of thinking. Not all problems are solved by standard empirical means. I hope you all have a Happy Hanukkah and a Merry Christmas.

Damn low lifes, our own local terrorists. We let these type of guys off way too easy. Chop off some fingers if you find them, or insert a bullet hole between the eyes.

Now there's and engine you have to replace the valve springs in every 5,000 miles! With .750 lift @ 300 lbs at the nose and a 250 degree cam you would need some really serious relief in the pistons. That plus he does not mention the fact that you would need ARP's on the crank and quite honestly the heads even with an ARP set on them would lift. World products has an LS1 block now with extra head studs to eliminate that problem. Bore that to 4.125 and use a 4.25 stroker crank and you got an all aluminum 455! Then run a 277/272 cam and get some real NA torque.

I'm using a wilwood 3/4 with a spec stage 3 clutch, no problem. It fits the firewall and the stock plunger fits into it so it hooks up clean. Pic below. http://album.hybridz.org/showphoto.php?photo=3481&cat=500&page=4

If you think about the way torque is applied and the direction the transmission it going to try and move then you realize it is a left to right movement. The mount that john sells is as wide as the frame rails, and the thin pcs that bolt to the rails just hold it in place. It the tranny tries to move then the mount pushed on the inside of the frame rail. Sounds really sturdy to me. Now the design that bolts from the bottom has to absorb all the torque at the bolt interface. I think that as time goes by it will see more wear and posibility of movement than Johns does.

I'll be working on the 402 shortblock this spring. With some luck and money I'll have the setup ready by summer.

It has to be thin there. It matches the height of the frame rail for that side. It is held on by 4 nutserts per side and has held up just fine on mine. In fact mine hangs down below the frame rail by about a tenth of an inch.

Thanks for the offer, but s/d tune is the hot ticket in the LS world right now. Better throttle response, better idle with large cams, more control over the AFR across the range. I think continuing with a MAF tune would be a step backwards for me.