sweetride2go

wow, still struggling w/ this one eh??? well its interisting, cause i hav the same problem w/ a LT1 in a '67 camero.. and ive done much of the same, changing parts n sensors, w/ no or little gain, and the stumble comes back again and again, and sometimes its not there... gahhhh!! but im thinking it mabe a ground issue mabe??? and i dont hav the MAP on mine... stupid thing of it is that the car ran perfect for the first 4-6 months... and sometimes it throws codes, and sometimes not... so frusterating... i still need to come up w/ another ECU and see if that solves the issue, one test i havnt done yet... ryan~

CWI makes vary nice stuff, well engineered and a lot of CNC work too... ive been to their shop, since its just a half hour up the road, and seeing their product first hand... however its quite expensive, and i might question its ability to really be 'strong' enough, even though they offer setups w/ a 'quickchange' diff, and a chevy diff... although the guy w/ the 510 is putting a lot of power down on a jag style rearend... it would be great to find out if CSI's rearend would hold up under roadracing and or dragracing... anyone care to sponsor me w/ one??? lol the guys there are pretty kool to deal w/ to, and didnt seem to mind us just droping by their shop, wich was kool... ryan~

nice writeup!!! i just got new joints for mine...

yes, u can get one from Billet Specialties (BSP-12120 @summit), and i beleive Summit offers one as well, along w/ a universal mounting kit for the pump... ryan~

'the GM type II pumps have a flow rate of 3gpm @ 850psi, whereas the ford racks are closer to 2gpm... the GM power steering pump exceeds recommended "flow" for a ford rack resulting in quick turning, and a "twitchy" feel while turning'... this is for ford racks in general, not necessarily ford racks in Zcars... although i believe (if memory serves me correctly) the GM pumps relief pressure was closer to 1300psi +/- (caprice interceptor LT1, camero LT1), depending on model... this was a concern for me when i started the project 3+ years ago, since the subaru's relief pressure is at 1067psi... but what the heck, its only almost 300psi rite?? lol... the pressure differences was my initial concern, as i was afraid that seal problems might arise from excessive pressure... but since then, several others have been using the type II pumps along with the subaru rack w/out any problems… or at least not that im aware of… haha..

ie: any GM type II powersteering pump should work i believe, or at least i hope so, since thats what i hav mounted on the block, haha... any updates on anyone who might make the smaller "o-ring fittings" for the rack??? i found a tubing place here that will make them down to 1/4", but the smaller two in the front front of the rack are to small i guess......

ditto...

ya, just a wee bit dusty, only 7 years old, haha... thanks for the review john.

it praticaly is a GTO, chek out the Holden Manero (spell?), its what the GTO is based off of, and its pratically a knock off... heres a kool concept i wish they made http://www.holden.com.au/www-holden/action/conceptcar?modelid=20005

i hope the weather holds out...

sweet work man, been a long road eh?? what did you use for exhaust manifolds???

resurection, haha... so, i know theres been constant and ongoing debate on headers, but is there any updated news on some of these manufacturers???? im just needing some temporary exhaust for the summer and was kinda looking at the rewarders... any thoughts???

any updates????

man, its been a while since ive researched this, but i seem to remember sumthing along the lines of taking some of the 'load' off of the rear mains w/ the change in firing order, as well as a slight increase in power....

wheelman, what about using an EDIS trigger wheel to simulate the opti-spark??? how specific does tthe signal to the PCM hav to be??? any cutt-aways of the opti-spark and the signal it produces??

ya, they sell the proflo for the vtec heads, granted they're gona get me for another few hundred dollars just because of the intake, lol... do u have the dualplane or the victor style intake on that setup, and did u end up porting that edelbrock manifold at all???

ok, good info on the lt1 pcm, thanks... but ya, i would luv to use LT1 manifolds, specially with their low profile, but the LT1 manifolds dont come close to fitting on vortec heads, the vortec ports are just to high... they do sell a lower manifold for the Tuned Port Injection system that will bolt onto the vortec's... but then i would be in with the megasquirt ecm... any pro's/con's to megasquirt v/s a holley or edelborck system??? anyone have a hindsight issue where they wish they had done something differnet, like me and wishing i had spent all this money and just bought and tricked out a LS1, heh, ya ... lol..

isnt the factry truck unit a "spider" type injector setup inside of a plastic manifold??? and if its the one imthinking of, it doesnt seem like a super efficient manifold design... would it be possible to 'customize' a plastic manifold??? machining a aluminium manifold would be easy enough, but the plastice one would be interisting to say the least, lol... at least i think its a plastick manifold on the stock units.......

i have a GEN I 383 w/ vortec heads, and i would like to go to EFI... i was curious if anyone has built a EFI system, and what intake they used... i was wondering if you were to build ur own, would there be significant differences between using a TPI intake v/s a Victor Jr style, like the edelbrock pro flo system has... i am limited in intake choices due to the vortec heads. has anyone tried using a LT1 ecm in place of like a megasquirt??? this came to me when i was pricing individual items out for the EFi and realized i could build it for nearly the same price as some of the systems like holley and edelbrocks... but i dont know if i would get the flexability in programing... any thoughts??? suggestions??? questions??? lol thanks ryan~

i guess it would depend on if u already had a pan for it that was set up for the dip stick on one side or the other... ive seen some pans that hav provisions for both, and if thats the case, then i say passanger... i hav no technical data to back that up, i just say that cause all of my other v-8's hav always been on the passanger side, lol... and actually now i think of it, thats not true, my 327 was on the driver side... but ya, it makes sense on the passanger side, no mastercylinders or steering shafts... =) ryan~

ya, i found the centerline blanks, only one of wich fits my bill or what i was looking for... i didnt see any mention of blanks avialable on colorado's page, but ill give em a ring.. another company i found is american wheel, but looks as though they only sell motorbike blanks... ill have to call them too, heh.. thanks guys

i searched, but found nothing, lol, good luck to anyone looking for something that has the word 'wheel' in it... =P anyways, i was curious if anyone has machined their own wheels or any wheels, and if anyone knows of a good place to get aluminium wheel blanks... i found a couple places, but they dont hav quite what im looking for... thanks~

thats interisting.. looks like it will get u into the 5 lug fairly easy... what about swapping brakes from gtr/z32 over to those, would that be a possibility as well???

wow, thats impressive stony...i would imagine that the twin plate clutch takes a lot of 'cushion' out when dropping the hammer on the track eh? lol... im assuming that was the wheel side and were u using a r200???

ive never thought of putting 'halfshaft' guards in, but it seems like a good idea to keep a flailing somewhat in check when it fails... but as far as everyone is sayn, it sounds like almost all the failures in the halfshafts has been in regards to u-joints coming apart eh??? has anyone tried to make a custom/hybrid halfshaft other than the CV shafts?? like bigger u-joints and mabe a slipspline inbetween??