dr_hunt

I think what they are getting at is this isn't supposed to be a chat forum, but a technical forum. Some of the questions are really simpleton in nature and general in subject, not specific to z's. There seems to be a flood of newbies and the list of subjects is mundane, uninformative, and in some cases pegging the BS meter so bad that it isn't even funny anymore. At least that is my prospective.

Title says it all pretty much. In reading about turbocharging in general it is said you don't want any restrictions at all in the intake or exhaust to produce max HP. Ok, with that I have a set of the AFR 220's set up for roller cam and I got a set of the competition cnc ported 227's. The 227's flow better from .500 lift on than do the 220's which are no slouch either. Question is then for the banks twin turbo motor (355) would the 227's work better or worse than the 220's? Is the port volume going to make it lazy on the low end? For those of you who dont' remember I'm building a new motor and the compression should be 8.5:1 TRW turbo pistons, 5.7 Eagle rods with L19 bolts, running solid roller turbo cam .575 lift 260 duration at .050, 114 LSA. I'm running a 4500 stall converter in a glide. Comments would be appreciated. It is not big deal to switch heads off the 406 currently in the z and put the 220's on the turbo motor.

Then how did it go over the edge?

Reciprocating mass is excessive, piss poor design for holding the rod centered with a bushing that will wear. I see alot of wear parts, looks like a glorified subaru engine that is not as good as the original pancake design.

I seriously doubt they could be modified to work under boost.

Gollum, it really was your fault, car wasn't in gear, wheels not turned, you could stand to learn alot. I'm 42, wrecked my share of vehicles. I went through a 6 week driving school 10 hours/day 6 days a week with Schlumberger, that covered everything from cars to semi's, brake systems, vehicle dynamics, traffic laws, etc., drove cars, vans and semi's on a great skid pad, and got a certificate and I passed as valedictorian. Also never have had an accident since then back in '89. Knock on wood. You could learn alot more if you listened to others in your life and read these threads rather than posting.

toolshed material IMO

Well, Gray is Gray, I guess the call sign kind of says it all. I'm 42, so 41 isn't old either. My friends are mostly in their 20's, so they refer to me as the "old man" and "ol' skool" too. If you can't laugh, then you should! You guys are all great.

Grayzee is right, it was used for points and provided power during cranking so it would fire. Not used with HEI. Oldskool, that's for sure, that's why we are still here, to teach you young'uns!

Good Luck Dan! I bet the 375 will break you from the habit of shooting it. I just got my 30-378 WBY mag back, with a newly installed 30" Hart SS barrel, 1.250 at the receiver and .950 at the muzzle, custom brake, and 10lb of #6 shot in the butt of the synthetic stock. Weighs in at 29Lbs, so I doubt if it'll kick.

Those guys at turbochargedpower.com kick some serious bootie. I saw Anthony Dickson's mustang run 8.15 at 175mph in Alb. and that was with a single turbo with 8000 feet density air!!! I also saw it on the chassis dyno when it maxed it out at over 1200rwhp! He left the dyno to take a buddy for a ride and came back with cops hot on his tail. Turned out it wasn't even registered or insured and he had "borrowed" a liscense plate from another car and slapped it on the mustang. You should have seen Anthony pleading for his life to the cop, while his wife was watching and laughing.

Yeah, CNC motorsports is a good place, I bought 2 set of AFR heads from them, really good prices, great shipping and excellent communication. I guess if we can bad mouth some guys, we can give 'em praise when deserved! CNC is one of the best IMO!

My ex looks just like she did when I divorced her, not a day older either!

Damn John, I was watching that and was planning to bid on it, at least until now. Looks like a good one.

Only 375rwhp, yeah, I'll bet it's fun to drive. Well, that makes sense, the whole basis for the LS1 head design was port shape, which is why I was interested in seeing if anyone had run the AFR heads and what kind of power they were putting down. So what do you plan on doing now?

That's looks nice, wonder how good the quality is? Did you see his "Fake hood pins for rice boy!" in his list of other items?

Well, he'll probably have to beat you up to get it anyway. It's been said, so I'll repeat it. Give a guy more HP and he'll be happy, just don't try to take it away!

It looks like Jim Costa is just like ELVIS, everybody knows who he is, has seen or talked to him, but we don't know if he really exists!

I got tired of the tire ripoff, finally got myself a dealer account, I bought a set of four 205/75/15's for $132 out the door. My 11-24.5 truck tires are $200 vs. $300-$400 elsewhere, My big equipment tires are $500 compared to $1000-$1200. $20 more for 205's over 195's simply a rip off. I can get General, BFG's, Michelin's, Pirelli's, Continentals, etc. for cost. You guys ought to think about doing the same wherever your at. It's simple, get a business license, go get an account, start saving some $$$ and making a few $$ off your friends, while they save some $$$ too. I got a whole set of 4 195/14's for my moms minivan for $76 out the door. My supplier regularly has sales, 235/75/15 General AS radials, $20 each last months special. Sorry to hijack the thread, just you guys need to know the truth about tires and tire prices.

what Jap Tin is getting at is that the larger front tire will allow you to essentially short stage, giving you a running start before you break the beam, resulting in lower ET. Deep staging does the opposite, gives you higher ET's.

So, what about the AFR LS1 heads? They are pricey, but what HP do they come in at?

We're making 450rwhp and the 1/8th time is 6.70 and over 100mph, so I'm just guessing, but either your not making that kind of power or there's still WALMART smoke at the track.

With what you have you can balance the pistons and rods, you have to weigh the big end and the small end of the rods separately. They make a tool that will hold the big end and small end respectively, level, so you can weigh the other end on a scale. You weigh one set of rings and rod bearings, the pistons (start with the lightest, make them all the same as the lightest one), and then you have to spin the crank and determine where weight needs to be added/removed as appropriate. You don't have that equipment from your list, so you'll have to take the weight information to your machinist so he can spin the crank with the bobweights on the journals and balance the crank. Your balancer may want the harmonic balancer and flywheel, depends on who's doing it and how sharp they are.

Your right, holley has it's purposes. Isn't Edelbrock an emissions carb? I know that the holley 600DP is not, isn't that why the edelbrock comes with a carb EO# and holley doesn't. Probably also the reason you'll never see and edelbrock carb on Nextel Cup car! It just depends on what your going to do with the car and what you really need in the terms of airflow. Edelbrock is limited to feeding mild street engines and IMO won't make the power that a holley DP will. Unless your motor is small or mild the 600 might not be big enough cause the 600 flow is a dry flow #. It will actually wet flow less than that probably 550 to 570cfm max.

That looks nice Hanns!