bubbleguinea

California must suck, eh? i would have told him to show you the turbo too...that would have been funny.......

thicker side walls!!! i like that color..i ALMOST went with one close to it....

i got mine for $800 from my shift manager at PizzaHut

or you can go the minus two cylinder route.... a b18 out of an early 90's integra with v-tech would be fun.... just kidding.

its wierd...the spots arent perfectly round either...but i guess thats just because of it boucning around in something moving at 5000+rpm..... huh....

man austin thats horrible...i know how it feels to have to go through an engine, heheheheh.....imagine how i felt when i pulled the head to find three holes in the top of #4 piston, and a missing valve head (jammed in the head CC) <- and to think i drove it home 9 miles...it was making horrible racket, but she still drove !!! dont mean to be an ass...but maybe someone doesnt like you??? it wouldnt be to hard to plant some small bbs or ball bearings in someones intake tract....

well if it was a 260Z, then yeah, flatop SUs do suck ztherapy roundtop ones are amazing...

Goza is good, but they do a lot of V8 work...Eddie Radatz sends all of his machineing to there... i tell you this, called Advanced Auto Machine, they are 200 yards south east of Goza, they did my engine this time, as well as Lt1Will's LT1twin turbo... they did a great job on the L-series, and they also have a lot of experience with L28s due to Fouts bro's Datsun sending all the heads back in the 70s to have the valve guides changed out...

are you in the corps or what?

if compression is ok, why dont you check valve seals??? or the turbo oil seals?

OMG! what kind of lash retainers are those?? what kind of metal are those??? they are NICE!

i dont need a timeslip when well over 100 people watched as my car went down the track and ran that time... it was at the last SEZ afterall---hopefully people actually watched the races :- rubber couplers isnt just a honda think... people at a LT1wills school made a carbon fiber intakemanifold for their little go-kart racer with a 600cc engine in it....they used rubber pipe to connect the intake manifold to the throttle bodies or something along the lines of that...i forgot what it looked like...quite interesting, but still a piece of crap.

hahaha---nice one.

ohh NOT To mention, hey...ask ALL my friends how much oil my old engine burned...how much? about a quart every 500 miles.. why?? compression was even across the board, except number 4 and 5 were 30psi low... THIRTY PSI... and i STILL ran a 13.9. everytime i looked at plugs, those cylinders were wet with oil...it leaked BADLY past the rings cause of piston swell... my car SMOKED down the track, ask everyone at SEZ! it would puff out nice blue smoke! i had to add 2 quarts before we left to make it back to ATl... think about what it would have done with good compression!

ready for high school math everyone?? 1fastZ's car weight: 2800lbs bubbleguineas 2+2 weight: 2750 with driver that is 50lbs difference with driver... THAT my friends, is math :- ohh, and FYI 1fastZ, the machie shop and guys porting my head???? well, lets just say its the same people that did the machine work to a twin turbo LT1 camero pushings 5 times as much horsepower as your car, so i THINK they know what they are doing...but i disgress, cause hell- my valves are sunk in the head so that means shitty flow, right ? riiiiigggghhhttt 13.9 my friend. just like your old engine...even with my sunk valve, shitty ported head against your super duper 1.9 inch diameter intake runners super ported head... THAT is a perfect comparison... your old engine, vs. my current engine. both same traps times, mine faster mph and SLOWER 60 ft time...yet yours has a "super" ported head.... *yawn*

if he ditched his manifold, or DESIGNED IT BETTER, than i guarentee he would run quicker than a 12.8. look at ALL the other ITB setups...you see ANY of them with un-equal length runners?? i only see one, and that one is in a car that should be running quicker and putting out more HP than it is currently doing.... the whole point is, is that his times are too slow for that built engine. why? intake manifold design is flawed, and thats what we are discussing here. intake manifolds....

a 13.9 on a 2.8 liter, 2700lb, 34 degrees timing, NA engine IS impressive... a 12.8 on a full blow 3.1 liter in a 2800lb NA car is NOT impressive... why is it that hard to understand? *yawn* im not saying my car is faster at all!!! im just saying, wow. 12.8ET with a full out 3.1 liter with fancy crank dampner and fancy oil pan! good job!!! hell, norm runs what, 12.9 on a 2.9 liter! and yes, my 13 second pass was a fluke. i bet the timing system at the track somehow messed up *double yawn*

mmmmmmmmmmmm 12.8 on a full-out race 3.1 liter stroker engine with MASSIVE port work in the head....in a 2700lb car..... thats impressive :- *yawn* something tells me theres a weee little problem with a part in that system...seems it should run low 12's...with all that work.... but thats just my opnion.

if you change how deep the valve is in the head, that changes the valve seat pressure, right? i ask this cause ive got a P90 head with a few problems... problem: a. the valves are seated at two different heights b. this causes me to use two different lash thickness c. if i shave and shim the head, this would make me use over 3mm lash pad!!! ive got two different length valves... one is 4.530 inches the other is 4.570 inches, which means one is 1mm taller! i think the pressures at lift are 210 and 250.... if the 250 is the one thats seated higher in the head, if i seat it say 1mm deeper, would it bring the seat pressure down around 210??? i know its kinda a confusing question.

will last time i checked mark and i built the engine while you were working on the CBR!!! and austin, thanks for the advice this afternoon---ive confirmed it with many sources... and this block is .020 bigger than the last one! with a bigger camshaft, and a nicer P90 head!!! plus, i had what, 10psi in my rear tires at SEZ and they still spun? thanks Gabe for that trick low 13's high 12's NA 2.8 here we come!!!!! BAHHHHHHHHHHH Lets just take the throttle bodies off of Kris' bike---he will never know!

just tap it and insert a plug in it...maybe with some JB weld to make it permenant or locktite...

btw, that engine looks NASTY!

no- improper dampner installation does not cause this! how the heck does putting a key in, and sliding a crank pulley on cause it to widen out?? im my experiences with keyways being messed up, is that a. pulley comes apart and wobbles on the end of the crank, screwing up the keyway b. timing chain guides arent set right, and the chain "slaps" on the lower gear, causing it to be able to rotate left and right a few mm (keyway messed up) c.bad pulley (euro dampner defect) on a friends car, we just set the key in with JB weld, and JB welded the pulley onto the crank shaft, and put the bolt on with an airimpact....that pulley isnt coming off any time soon thats why its ALWAYS safe to just get new keys when replacing the timing components...but yeah, take the crank out, weld it up, and cut new keyways into it!

ohh and need i say my tires that i was runing???? 205 All season tires 205 series. now ive got 215's, and they hook up a lot nicer...still not 225's though... the moral of the story??? a stock EFI intake SUCKS. the lonewolf RIGHT NOW is the best bang for your buck with a pleume....if you want ITB's, i think wills setup would be killer for upper RPM driving...thus racing autoX

will is right on.. my BEST ET was at 13.97 at almost 103mph.... but i did get one i think 14.2 at 108mph.. all my runs at SEZ were NOT consistant. i had a crapy tires, crappy tranny, crappy engine tune with SDS running lean, and some other issues... basically, with the car running right, it should be in the high 12's... and yes, its an L28 engine with a slight .020 overbore, cam, SDS system, lonewolf intake, and LOTS of other things.... but basically a 2.8 liter 2+2 running right now in the 13 second range NA.