DaleMX

Since I have Konis in the rear, and since they have a 2" metal spacer on the bottom I have thought about cutting 1" off of the spacer and shimming the top with rubber and seal it all up. That should gain an 1" of travel and keep the strut intact.

The LS6 and the LS1 have the same sleeves. You gotta machine them out on both.

I vote for the warhawk. You wont have to worry about the block then, a good Lunati forged crank and rods, Diamond forged pistons, Man you could have a nice 427 or 440 or more easily with the warhawk. It's alot cheaper than a CR5 block. Here's a blurb. http://www.gmhightechperformance.com/tech/0603htp_hawk/

It is true that the Ls1 block is stronger for all out racing, but it really doesn't matter since were not at the 1000 hp level. I have an LS6 block in the basement that I plan to sleeve out to 4.125 then stroke to 4.0 for a 427 ci LS1. With a cam and heads it should be in the 550 RWHP range and it does not bother me one bit that it's an LS6. In fact I'm happy since I know it will breath better from cylinder to cylinder.

LS1's at high cylinder pressure have a bit of a problem with head lifting. For sure go with aftermarket heads with nice thick metal on them. I have a friend here that runs a twin turbo LS1. He can twist the aluminum drive shafts into knots at will. At 100 mph he can hit it and leave 2 black strips behind the car. He's Cablebandit over on LS1Tech. Go search on his name for turbo info.

Your son is lucky, most males in the states dont ever really become men, at least not completly. There is no right of passage anymore, and no grandfather watching over the father to make sure he's on the right track. Real men have true courage. Like it was said on Saving private Ryan, "courage is just doing the right thing".

Yea, that sound right. I think 400 rwhp is very easy on an ls1 with stock heads, just cam and headers. The FI isnt all that complicated and the 320 hp rating on the LS1 is RWHP putting the stock engine at 368 crank. It's plenty stout.

I have an LS6 block in the basement, I'll look at the PN.

At the Yokohama website their guide says that a 7.5" rim is the minimum for a 245/45/16. The recommended tire for the 7" rim is a 225/50/16. Hope that helps.

Look for the user names of folks with LS1's and search on their name using the advanced search. I have a few post's on Autometer Gauges. Click on the link to my gallery in my sig. On page 2 and 3 there are some gauge pics.

The GTO oil pan has the sump on the other end (Front). Maybe that would work.

One too many zero's when he typed it in?

So that's what these cars look like clean. I had wondered about that!

Bummer, Many life changing events way too close. That's the way it works sometimes. My wife caught brain cancer and died about 2 years ago. That messed me up good, but it is true that time changes everything. Keep your chin up, ignore the Grandmaw and relish what time you have left with Grandad.

Wow, that will be intresting. Is there room in there for a radiator and headers? Will you be installing a toilet paper dispenser on the passenger side?

364 is the cubic inch displacement of the LS2. LS6 heads should be around the 10.5:1 compression mark. 5700 dollars for an all aluminum V8 doesn't sound bad to me, but you can do better money wise through Fbody parts with a low mile LS1/T56 combo.

Looks like a great idea Brit. I have the flat bar, it does get in the way of the exhaust. Did you add supporting metal to the tunnel?

Turboencabulator JH Quick [From The Institute of Electrical Engineers, Students Quarterly Journal 25] For a number of years now, work has has been proceeding in order to bring prefection to the crudely conceived idea of a machine that would work to not only supply inverse reactive current, for use in unilateral phase detectors, but would also be capable of automatically synchronising cardinal grammeters. Such a machine is the 'Turboencabulator'. Basically, the only new principle involved is that instead of the power being generated by the relaxive motion of conductors and fluxes, it is produced by the modial interactions of magneto-reluctance and capacitive directance. The original machine had a base-plate of prefabulated amulite, surrounded by a malleable logarithmic casing in such a way that the two spurving bearings were in direct line with the pentametric fan, the latter consisted simply of six hydrocoptic marzelvanes, so fitted to the ambifacient lunar vaneshaft that side fumbling was effectively prevented. The main winding was of the normal lotus-o-delta type placed in panendermic semiboloid solts in the stator, every seventh conductor being connected by a non-reversible termic pipe to the differential girdlespring on the 'up' end of the grammeter. Forty-one manestically placed grouting brushes were arrranged to feed into the rotor slip stream a mixture of high S-value phenyhydrobenzamine and 5 percent reminative tetraiodohexamine. Both these liquids have specific pericosities given by p=2.4 Cn where n is the diathecial evolute of retrograde temperature phase disposition and C is the Chomondeley's annual grillage coefficient. Initially, n was measured with the aid of a metapolar pilfrometer, but up to the present date nothing has been found to equal the transcetental hopper dadoscope. Electrical engineers will appreciate the difficulty of nubbing together a regurgitative purwell and a superaminative wennel-sprocket. Indeed, this proved to be a stumbling block to further development until, in 1943, it was found that the use of anhydrous nagling pins enabled a kyptonastic boiling shim to be tankered. The early attempts to construct a sufficiently robust spiral decommutator failed largely because of lack of appreciation of the large quasi-pietic stresses in the gremlin studs; the latter were specially designed to hold the roffit bars to the spamshaft. When, however, it was discovered that wending could be prevented by the simple addition of teeth to socket, almost perfect running was secured. The operating point is maintained as near as possible to the HF rem peak by constantly fromaging the bituminous spandrels. This is a distinct advance on the standard nivelsheave in that no drammock oil is required after the phase detractors have remissed. Undoubtedly, the turboencabulator has now reached a very high level of technical development. It has been successfully used for operating nofer trunnions. In addition, whenever a barescent skor motion is required, it may be employed in conjunction with a drawn reciprocating dingle arm to reduce sinusoidal depleneration.

You can watch "The Elegant Universe" online at pbs.org http://www.pbs.org/wgbh/nova/elegant/program.html

On my 280 I figured that stock ride height would put the aluminum adjuster down about 2 1/2" - 3" down from the top of the strut tube. You have got tons of travel on the strut. Personally I would pull the struts out, grind off the welds and put it where it belongs.

Great idea! Now my cnc router will be happy!

After it started expanding you could observe it from inside.

Hey, wait a second that means that there is something faster than the speed of light! The expanding universe! Guess that screws up that theory.

Marble to universe in a trillionth if a second. Kinda like riding with John Force.

After looking at mine I believe it to be dissimilar metals causing a galvanic reaction with time. Lots of nickel based anti-seize will be added this time.