dr_hunt

In the old days, a rough hone, say 280 to 320 grit was common place, when the engine ran only for several hundred miles, oil consumption was apparent. Dissassembly revealed that the rings were in fact worn out due to the rough hone and never seated. correctly. I think it was Smokey Yunick that advocated not honing at all and leaving a smooth bore on refreshening of race engines that still had round bores. I've never had a problem with race engines running them hard right off the bat, but if the bottom end clearances are tight, you will notice that they take time to free up. This is my experience.

Depending on what upgrades you get, like $3800 complete. The procharger folks wanted $4800. The roots people want $2800 but then you have to buy carbs for another $1600 and as per Hanns, won't fit under the stock hood.

I'm still laughing........ Actually, there is little chance the z will ever be able to hook up that kind of power. Rather than build a new motor with good crank, great rods, afr heads, I was looking at spending another 10K. In all my earnest investigation, it was the concensus of the guru's that I could puff a 12.5:1 engine to the tune of 20 to 30 psi boost on alky and only on alky. Next, was finding a kit or fabbing one like you did hans. I guess I could fab one, but, being in the situation that I'm in, working all the time cause I'm self employed, yeah mike, it's 10PM and I just got home an hour ago and I left at 5:30AM, better get used to it. Oh, where was I, it seemed better to just use the engine I already had, so if I use a solid roller then I don't have to change springs. I have to pull the intake anyway so cam change it is. I have a new pan as well, so it's simple really. No alcohol, damn, I was going to get poop faced and slap it together in one night. The exhaust manifolds are homemade by Banks and not sold in stores. In arkansas there is no such thing as commercial, just a bunch of hicks in the woods with a big drill bit modifying carb passages so you can put your pocket change through it if you have to. Doubles as a piggy bank when not in use. My diesel dodge runs 17:1 compression so this is low in relation to that. Any cam with lift less than .600 is a grocery getter candidate in my book and suitable for drivers over 80 years of age. What's a fenderwell? Does water come out? Hoodscoop? Is that what you use to get icecream? System is designed to fit under a vette hood, so I'm sure it'll fit under a stock z hood. Do my bullet mufflers count? The local police didn't think so, but I think they'll be ok. It ain't illegal until you get caught! Besides, we don't have D.O.T here, just snakes and rabbits. Nobody here in NM has insurance, cause it's a waste of money, besides all the tourists here have insurance and when they hit us residents, we sue. Registration, I registered for school once, does that count? Honestly registration is just another way your rich uncle gets richer while us poor schmucks can barely manage to sink 20K into a little project that is gratifying but a waste of money to satisfy a speed junkie. All that aside, if I hooked up the headlights it would be street legal, well, registration and insurance, but my agent is a money hungry witch that flies a different broom every day of the week and I'm sure she wouldn't notice when I put 8 for the number of cylinders. I could tell her it's a straight 8 like the old buicks had. I'm still laughing Hanns................ Fit the turbo's in, well, I thought of using a hammer and a torch, mostly torch, but I'm going to have to install the engine and tie the front frame section to the roll cage for a true 10 point system. Besides, I don't want a pretzel when I'm done do I?........ It might look like poop when I'm done, but I'll bet it'll haul some tail as long as you can stay in it and as long as it hooks!

Yeah, but if I told you, then I'd get in trouble for revealing govt. secrets. I can tell you it's been tested 14 ways from sunday by the govt. for many uses.

Just an update, I've decided to go with the gale banks blow through twin turbo system and I'm staying with the dart block 350 with 13:1 static compression and going to run 16 psi boost on alcohol. I'm sending a 750 holley to C&S to have it modified to run blow through alcohol and increased in size to 1000 cfm which requires new billet venturi's and baseplate. For a cam I'm going to go with Comp 12-704-8 solid roller, 255/262 @ .050 and .575 lift on both with a 114LSA. The whole package should be less than 3K. I think I'll run it with 10PSI boost to start with and bump it up later if it all holds up. Hanns, do you feel that there is a big bullseye on your back, Muhahahaaaa....

SOOOOOOOOOOOOOO, your the reason why toilet seats and hammers cost our Govt $500 each!

I don't think any of the newer heads are going to make alot of additional power over what you have and with a price tag of $1300 for AFR's and getting $800 for yours that it would be worth the extra $500 to get a couple more ponies, if that. IMO i'd stick with what you have unless you were going to go roller and move the rpm's up to the high end, then I'd ditch those and get some AFR 220's or 227's or similar, but then that'd be race only pretty much.

Alot has been said about CPA's, lawyers, insurance guys, but not alot said about partners. It was said to me and I'm going to say it to you. If you would marry your "partner" then go into business with them, if not, then don't. Partners seldom works unless it's limited partnership. There has to be one boss only. Seen several fall apart. All of my companies are S type, and an LLC is usually only formed if you have liability in what you do. Nothing is immune to lawyers when you have a target on your back. All types have advantages of tax write offs and a CPA can guide you and a lawyer can keep you out of jail. To me there is nothing more satisfying than working for myself and it's not the income either, but that's a bonus.

I had a 215 in a dune buggy, super light, ran good.

2fast4U

The S&S full length headers clear AFR angle plug heads fine. How are the canfields different?

Well, I'm have mexican, half indian, you tell me the dirfference, and you orfended me grately, I'm PO'd and I just can't tak it no mor. So, I'm calling you out. First one to shoot first and hit, wins. Bang, thud, I won. You take it all back now and I'll ferget the hole thang. Uh, thiker skin needed, snakes and critters beware. Fore reals, I'm a half breed, no offence takin, hope none givin. Just goes to show that the mind can read it even though the hand doesn't type it right. I think it is a really funny clip!

Well, mildly upset anyway, I don't think we want to see what your like when your really upset. If I were you, I'd run them anyway just so the rest of us can beat the pants off of you cause your headers suck! I mean we'd do it for you.... I'd bet they'll straighten it out, at least I hope so. Makes you appreciate quality sales people who really know what they are talking about, instead of giving lip service doesn't it.

I think the rods are supposed to be the strongest ones ever used in a sbc, I may be wrong. 6500 is alot of rpm to live at daily with a stock LS1 or any other engine for that matter. The LS1 is supposed to support 500HP easily with the right cam, however if the pistons are not forged units it's gambling at best over 6K rpm. The LS1 has alot lighter pistons than the LT1 or sbc, but they lack the steel reinforcement of earlier design cast pistons due to design changes that control expansion of the piston. I gues in essence what I'm saying is the IMO they are not as durable a piston. Windage isn't necessarily in the pan but above the oil level causing air entrainment and inhibiting oil drainback from the top end and what oil does drain back has been whipped to a frenzy. It can only be truly overcome with a dry sump system as it removes the oil and has a separate oil reservoir for additional volume and air releases at that point. Some success is attributed to deeper pans but the cure all is dry sump. In NASCAR they run 22 quart reserviors and I've seen a 30quart on some cars for some tracks. The LT1 or gen 1 sbc can get 400HP from good heads and mild hydraulic roller cam. LS1's use .470 lift hydraulic roller cams with the 4-7 firing order swap, but the heads flow very well. Try a cam like that in DD2000 and see what comes up. The 4-7 swap is supposed to net about 20HP gains.

Actually, I prefer no bra lines! Headlights are fine just as they are and I'll hold them up for free if need be! Your right, panty lines are a womens insecurity, which can be solved by wearing the appropriate type of undies that doesn't leave any, or my preference, none at all. But honestly, I could care less about lines. If there is a member there, then it's a shemale, kind of like a shart which is a cross between a **** and a fart. Definately to be avoided at ALL costs. And seriously, is there any guy on here who would be looking for a member on what is obviously a woman sitting down in front of him with a miniskirt? NOT!

In looking at the inside of the LS1 the cylinder liners extend down into the pan area and the pan is real short as well, does anyone make a different pan that is deeper for the guys that want to run wet sump or is that a custom job? I didn't know that the new vettes had a dry sump system, but I'll bet your right about chevy fixing the problem that way. Dry sump has always been the preferred method of oiling all engines when it really counts, but the cost associated with that is really expensive comparted to wet sump. The z's don't have alot of room for all that and it seems that the cost of modding these cars is high already, but with the cost of obtaining an LS1 plus the cost of install, another $1500 for even a 3 stage dry sump system seems cheap enough given all you guy's hard knocks lessons in the LS1 realm. I'm not familiar with the internal configuration of the LS1's, so where would be a scavange point for a dry sump system on a LS1 to capture the top end oil returning to the pan? Would it be in the lifter valley like the sbc? If so, then an access entrance would have to come in from the block somewhere I'd guess since the intake is a composite structure. On sprint cars and late models we always use dry sump systems, I've used several used systems that I've gotten off ebay. You can buy replacement stages for pumps relatively cheap, if they are not serviceable, plus the pressure adjustment is on the pump outside the engine so you can adjust oil pressure to whatever level you choose relatively easily. Placement of the oil reservoir would be the biggest challenge in a z. I've never been much of a fan of oil accumulators for the simple reason that contaminants in the oil tend to separate out of the oil and collect in the bottom of the accumulator. Specific attention has to be paid to contaminants and for gas engines oil analysis was helpfull. Alcohol engines always have moisture in the oil and that would separate out in the accumulator as well, so every 2-3 weeks, we'd take off the whole oiling system and flush it. The accumulator is a pain in the river to flush properly. I damaged an engine one time due to junk in an accumulator getting stuck in the oil ring and grooving a cylinder. Just my $.02 worth.

I'm trying to think of other ways of saying "Plum Nasty". You'll need some super glue to keep the tires on the road.

My understanding of the LS1 problems when they first came out in the 90's was that they had too much windage, lacked sufficient oil drainback as a result and wouldn't supply oil under sustained lateral g's due to air entrainment in the oil. Is that correct? While being a fine engine, they have inherent design problems for a racing platform that are not found in earlier versions of the SBC. One solution would be a dry sump system which is cheap in comparison to the cost of engines with all that and more as far as parts go. I applaud you fellows that chase the latest technology and make it work, I'm old skool so I'll stick with what I know that works and try to learn from you cutting edge guys.

You LS1 guys have to remember, the LS1 is a stock engine, it is not bullet proof to race every day or hammer on everytime you drive it. The racing C5R Vettes had 427 LS1's that were built especially for racing with HD blocks part #12480030, special cnc machined heads with 11 degree valve angle part #12480005, billet steel 3.985 stroke cranks, upgraded rod bolts, they had a lower redline rpm and even then they are just like anything else mechanical, it'll fail too. I've seen about a dozen LS1's blow up just like mikes, and always the same, window the block. If you want a durable LS1 that you can hammer every day, invest in an aftermarket crank, rods, pistons and complete valve train.

Is that a ford 427 side oiler or a chevy 427?

LMAO!!!, He got his butt whipped, so I guess he thought he'd take his frustrations out on an inanimate object, I just happened to be there. Really rocked the truck though, it was wild.

Comprehensive insurance covered it. Body shop already picked up the truck up today, adjuster is going to look at it Monday, should have it back in a week. Red, hmmm, Ole' baby!

I took my boy on vacation last week, left Sunday got back today. Rode the Durango/Silverton Narrow Gauge railroad, cruised up western Colorado, Fished the Miracle Mile, Platte, Big Horn rivers in Wyoming, and went to Cody. Decided to go see "Ol faithfull" in Yellowstone. It was kind of cool, cruised around about 7PM or so, saw a whole valley full of buffalo. Traffic around that point was murder, stop and go, people trying to get close to take pictures, generally violating all the rules of animal engagement. Anyway, while we are parked photographing this whole mess and two bulls are fighting, one wins, starts chasing the other, and the looser rams the front of my '04 Dodge 4 door diesel pickup with only 8K miles on it. Wads the hood and driver side fender up pretty good. Anyway, fished on the way home, stopped and shot prarie dogs in Wyo for another day, and came home with my "baby" all tore up. Could have stayed in WYO longer shooting prarie dogs. I think if I'd of had a bigger gun, I'd have buffalo for dinner.

And if it doesn't, you'll wish it did! JK Gotta love chevrolet and apple pie!

There is always the World products blocks and dart blocks. Edwards Engines in Alb sells the Dart blocks for $1730, which is a smokin' deal.