beren

Ok, I was wrong, it was a dodge. Here's the info... (I refuse to link to the site because they made it such a stone cold bitch to copy some friggin' text off their page...) Sorry, I just noticed this from the text: "Even now, the owner's of 80's Turbo Dodges drive their cars to victory in everything from street racing to autocross to drag racing. And they remain a best kept little secret in the world of hot rodding." Having had a 1987 Dodge Daytone Turbo Coupe (white with t-tops), I can say it won *no* races. Evar. That said, I was stupid (and 18) and hit 128mph (+/- 1mph) once, so I knew it could go, it just took a while to go...

Gawd I love that plenum. The intake looks sweet, too... /cry. Too many things, not enough $$$...

Hey, don't forget Space Adventure Cobra...

OMG... Wraith was such a cool movie! I mean, where else do you see a $1,000,000 Ford Prototype that never saw any other real publicity? And come on. You had to like the shot of a corvette smashing through headstones in the cemetary... He apparently had the "hardened" fiberglass bodied corvette...

Another vote for Kentucky. I know for a fact that a major airline located it's main operations there due to the *statistically* good weather. No snow (to speak of) yet this winter, and the summers aren't bad at all. Heck, it was 65 degrees 2 weeks ago. Which means that I can do practically year round grilling! Plus, Louisville is nice. I'm about 15 miles northeast of Louisville, and the neighborhoods are great! I just got an acre of land and a 3000 sq ft house with a 784 sq foot garage for around 240k-ish...

^^ What DaleMX said. I've got a 280, and my current airdam is cracked to hell and back. I'd love a good fitting, affordable airdam, BRE ducktail, etc... Hmm... do you do a rear skirt? Howza bout side skirts? From what I've read getting the MSA stuff to fit properly is a pain, and I'd like something that I don't want to throw through a window after trying to fit it for 4+ hours...

6 or 7 motors? My wife would *kill* me! I *might*, let me emphasize that again, *might* be able to convince her that two motors were necessary, but that's only because I have two dead l28's in my garage right now, and no funds/desire to get them torn down and rebuilt. The only reason I haven't gotten rid of them is I am hesitant to take them to a junkyard, as no one makes them anymore... In any case, this has been great info! Thanks for the patience whilst I come up to speed with our Great American Hobby (HotRodding). Note, the fact that I refer to HotRodding as the Great *American* Hobby is in no way meant to demean any of our brethren overseas, it was merely to point out that we had the hotrods first...

This is a spawn from the 327 thread. I didn't want to hijack it anymore than I already had, sorry! In reference to this article, The 350 Engine Chevy Should Have Built, I asked if the same principles applied to the LSx family of engines. I got the following replies: My new question is' date=' are the parts used in the article still available in decent quantities today? For example, they mention using Ford Rods from their 300ci Inline 6. Are those available? I have very few sources (none is few, right?) for parts, as I'm just getting into tinkering with my Z. I guess one more question: How esoteric is this build, really? Is this something that would need to be torn down every 2000 miles because of the high compression? The way the article reads, the engine sounds like someone wanted a 400HP daily driver, and found a way to do it. How off am I? Sorry for all the questions, especially sorry if Grumpy has already posted links with all of the answers to my questions... Edit: Double sorry, as I realized that this article has been linked at least once before Second Edit: Yup. Grumpy posted about this already, so I'm doing my reading.

I've read that before... it makes my jaw drop... I have never built a SBC before, so my question is, how much of the theory presented in that article is transferrable to the LSx family?

thehelix112, I think karay240 means that BB turbos spool like this: | . | . | . | . | . | . | . | . ----------------- and the journal types spool like this: | . | . | . | . | . | . | . | . ----------------- The flatter curve at the beginning and the sharper curve at the end would contribute to a journal turbo having the perception of a longer lag with more of a punch at the end. A BB turbo, starts spooling easier, so it doesn't have the sharp spike at the end, it just works its way up to speed smoothly. You guys were agreeing with each other.

Gah! How much would *THAT* setup run? Yikes! It looks sweet, tho!

BAM! Just like that, he answers my next question, too. Thanks for the info! I'm still learning about general motor theory, sorry. Like, why does it seem to be easier to get lotsa HP outta a carb'd motor, but to get good numbers on a Fuel Injection system, you have to go Forced Induction? For example, why can I put triple sidedrafts on my l28 and see mid/upper 200HP (with appropriate internal mods like port/polish, rods, crank, pistons, etc...), but I never hear of people getting those numbers with a N/A motor that is Fuel Injected? Is it just that a N/A Fuel Injected motor is boring, so people don't build up a Fuel Injection engine? I am genuinely curious, and lots of you guys have 10, 20, or 30+ years of experience working with motors, so topics get discussed at a pretty technical level. Not that I mind, please keep on doing so, it is great to hear about all of this stuff and think that someday I might know why on earth peanut shaped chambers combust better than stock L28 chambers... Edit: Just saw this thread How much HP with stock FI and it seems that I (of course) just haven't been doing enough reading yet. Don't mention that to my wife, she thinks I'm reading too much on this board as it is...

Is a DA (Dual Action, right?) Sander the same as a Random Orbit sander?

Quick rewind to sequential ingition. The MS site says that currently, one of the issues with sequential ignition is that at high rpms, your injector is firing on a closed valve more than 50% (I think) of the time in any case, so doing batch injection works just as well. I'm assuming that is because the injector can't spray the right amount of fuel into the chamber within the short window of the valve opening and closing. Couldn't you overcome that by having higher Fuel PSI? More pressure = more fuel in the same timeframe, right? Or wrong? I'm talking theory that I have such a tenuous grasp on at this point, I might as well be thinking in Swahili.

So, what I'm hearing is that we should be driving them in reverse all the time?

Thanks for bumping this, Ed260Z. I hadn't read it, and was wondering the same thing, myself. Can this be a sticky? Although, the side pipes *do* look really mean!

Ok, what's wasted spark? It sounds like a setup where plugs (not necessarily all of them) are firing when the engine is not on its compression stroke, ie, exhaust gasses are venting or what have you. What stroke is that, btw?

I can't find anywhere that lists (or that I can ask) what engines the different versions of MS (or MSnS, or MS2, or whatever) will run. I know I can run the L6 pretty easily, but what about an LS1? Or a first gen SBC? I'd love to do a LS1 with MS doing sequential injection (is that even possible?) I am under the impression that the LS1 does bank injection, is that correct? I am also under the impression that moving to a sequential injection would decrease my fuel consumption. If I am wrong on any of those points, will someone *please* let me know? Another question that may be rooted in mis-information: Is there a power or efficiency gain to be had *just* by moving to MS (in any variation)? Thanks for the late nite replies. (I'm working nights this month, so I'm prowling around the forums at night mainly...) Edit: For the record, I'm doing lots of reading right now on http://www.megasquirt.info/, let people think that I just don't know where to look. I was just hoping that someone had specific answers to my questions.

Mike, would these seats be comfortable enough (with padding) for a daily driver?

Ok, I've read the sticky about the L6 rods/chamber cc's and the linked info in that thread, but I've still got a question. When people say "I've got a 3.1 stroker", what exactly are they meaning? Do they mean, "I've bored out the cylinders, and am using different pistons" Here is where I'm in need of the schooling. The Piston sits on top of the Rod (or connecting rod), which is connected to the crank. What is deck height, and how does it affect your chamber volume and compression ratios? Can deck height be changed with a different head gasket? I'm assuming that a thinner head gasket would give you greater compression, for a slight drop in chamber volume, right? I guess this is me just asking some basic motor questions. Oh, and one more thing. What options are there if you don't want to bore the cylinders any larger? Is there a "2.8 stroker"? If so, what would that involve? Sorry for the ignorance... Beren

I'm not ready to do the repair yet, but it's good to know that there's someone local I know that I can go to! I'm going to wait on all of the body/paint until I get my mechanical, suspension, and electrical issues worked out. That said, I think I'm going to have time to work on the car soon, so maybe it'll even see the street this spring! Oh well, they're labors of love, right? It doesn't matter how long it takes, it just matters that you're enjoying it!

Since we're doing links, here is the link to VLC (and the direct link to the windows download from one of the mirrors).