dr_hunt

You sound like me when I was your age. Had a hottie GF and a $20/hr job as a finish blade operator when I was 17. I thought much the same as you are now. Here I am 27 years later, Masters degree, registered professional engineer, self employed, lost my wife to cancer in '06 and back in the dating game. Oh, BTW, the hottie back then turned out to be a ho bag even though I thought she was perfect at the time. Who would have thought? Anyway my point is that "LIFE IS ABOUT CHANGE AND NOTHING EVER STAYS THE SAME!" Read that a few times and remember it. IF WE KNEW WHAT WOULD HAPPEN IN THE FUTURE, LIFE WOULDN'T BE WORTH LIVING! So, who's to say that you don't find another even hotter hottie, that likes z's, going fast, drifting, everything you do and is better in bed than your wildest dreams! Neither of us I'm sure. Don't settle on the latest model only to find out 2 years from now that there is a better one or even worse, that yours is like my old GF was. ALL YOU HAVE IN YOUR LIFE TO SHARE WITH OTHERS IS YOUR TIME. MAKE GOOD USE OF IT AND YOU'LL NEVER BE SORRY!

Oldsmobile 403's, like most Oldsmobile engines used 6 inch rods. That coupled with the 3.385" stroke puts the rod/stroke ratio at 1.77 which is pretty darn good when compared to a 350 chevy at 1.63. IMO it's the rod to stroke ratio is but a small part of the overall picture and has nothing at all to do with the rod bearings failing at 20 or 30K miles.

Engine life is inversely proportional to HP level. Lower the HP the longer it'll last. Twice the HP, half the life. If you don't believe that try using NOS on a regular basis. Another example is pro stock engines. 3 races with 3 qualifying runs and potentially 3 or 4 round runs and it's time for a rebuild!!

What in green tarnation makes you think that god put "THE ONE FOR YOU" in the same hometown as you? Of the 8 billion people in the world, 4 billion are women and your basing your decision on "THE ONE" that lives next door?!!! Go to the mirror and slap yourself silly. I could be totally wrong too. But thats my honest opinion.

Dan, is that FWD or RWD transmission? :lmao:

Those are non usable as shown in the pics IMHO. You'll need to find another block.

That is correct according to the new 2007 NHRA rule book. Running by the time snow starts flying again? I thought snow fall in Sept was normal?!!

I'm so disappointed that this project is taking so long due to "other" fabricators taking and enormous amount of time to complete such a simple project. By simple I mean that chassis builders do this all the time, welding shops do this all the time and you can never finish if you never work on it. I'm dismayed by the lack of progress like stony is but I also know that in the end it will be worthwhile.

NHRA specs call for a 6 inch square piece of 1/8" plate at the junction of the body and the cage. FWIW

Why do you post three threads with the same thing in three different places?

security issues not fixed by vbulletin yet. So, as I understand it no, it won't be back.

There are lawyers that love this kind of case, commonly referred as "ambulance chasers", perhaps they will take it on a contingency basis. I suggest that you confer with one at your earliest opportunity.

I've got the JD LT135 22HP 42 inch mower deck. Difference is, that I bought mine from a john deere dealer for $1700 delivered to my door last summer. I get service after the sale. If I were you I'd take it to your nearest JD dealer, they do have a warranty.

What you heard is incorrect regarding series pump applications. In series the head rating is added for the two pumps, but the flow remains the same as the smallest pump. So, it will pump the same flow but at a higher pressure, which is some advantage but not that much since in HP applications regarding fuel, mass flow rate = HP, so we need more flow to get more HP. In paralell, the flows of the two pumps are added at a specific head value. So, it flows twice the flow at the same pressure, voila', that is = more HP!

IMO the cam selection should be based on the induction package, which is intake and heads in the turbo application. Area under the curve dictates total mass flow for a given application, not sure what you mean by less duration makes the exhaust flow at high velocity. You still need to evacuate the cylinder no matter what, cutting down on duration won't achieve that with all other things being equal, only a good flowing exhaust port will complement your statement, otherwise a poor exhaust port may benefit from more duration and/or more lift.

Good points scottie. BTW, that turbo does look kind of small for a single turbo application, but should be good for 600 to 700Hp which should be pleanty. What EMS are you planning on running?

Look here you stooge, quit telling everyone the secret of successfull living!!! Otherwise every californian will move out this way leaving a black hole on the west coast. Geez, it was bad enough having you out here without you telling everyone all the great benefits!

Nice!!!!

The iron eagles are about a 70HP increase over stock heads, so it's significant. You won't be sorry.

Valve spring life

Greddy profec EO-1 is pretty nice.

Boost is boost as far as the engine is concerned. My blow through twin turbo build is a 350 production 4 bolt block short filled with main and head studs, factory steel crank, Eagle 5.7 rods with L-19 bolts, TRW forged blower pistons (8.1:1 compression calculated), AFR 227 fully cnc ported heads with 2.10 intakes and 1.6 exhausts, comp custom roller 240/250 .630/.618 112 LSA, gear drive, fluidampr, sfi flexplate, victor jr. Definately not a daily driver.

The big problem with using higher lift on stock heads isn't just the springs, it's retainer to guide clearance! Seat pressures exceeding 100 lb can cause the press in studs to pull out. Old skool method was to drill the studs using a cobalt drill bit and use cold roll pins driven through the boss and stud to "pin" them. The real way to do that is have them machined for screw in studs and guide plates. Another upgrade you need to do with stock heads is retainers, high seat pressures tend to pull the keepers through the retainer. While your at it, have them cut for 2.02 and 1.6 valves and do bowl work. All of this necessary machine work is what makes sportsman 2 or dart iron eagle heads so attractive. You'll get more flow with an out of the box sportsman 2 or iron eagle head than you will with a worked set of stockers and by the time you get the machine work, springs, stainless valves, etc, etc. you'll be about the same $$$ wise.

This particular one had alot of fat. It was OK, not the greatest, but since we flew down there all we tasted was what we cooked on the barbeque. I would have preferred sausage, chicharones, fresh flour tortillas and some red chili myself.