fasteddi

iTrader: (2)

Just dont use t25 talon turbos(2nd gen) They are junk and are not worth the effort if you go the jy route. Look for a 14b which was on 1st gen talons and such.

Xter

Going with a different direction. Talked to a few diesel buddies of mine and I'm going to go with a compound turbocharger system. Got some great points of information to start on it. Already know a bit about how to do this and I'll have help if I need with any sizing issues and how to plumb certain things. Probably won't need help from them besides sizing.

After the secondary primary turbo it'll be plumped twice into the intercooler to reduce temps as much as possible. It'll show how it'll be plumped once the intercooler comes in. Till then please don't ask about the plumping into it, I'll explain how once I get it and can take pictures. Which will be Wednesday.

The next challenge is making it so gaskets won't go under boost. My one friend suggested a certain way of "bonding" the gaskets, sealing, and bolting it. Will probably do his method. But I'll have to machine special plates after work when Im not on the clock to do this method but I'm confident it is the wah to go.

The next challenge is getting forged internals. Thinking of going with 3.1 pistons as this should lower my compression ratio with modified SBC connecting rods. Crank is unknown atm. Will have to call around to find where a forged crank can be obtained. Might wind up stock and have to limit boost psi being fed by wastegates till something can be thought of.

The last challenges have already been stated. Rebuilding my transmission and a rear end upgrade to at least posi.

If I can't get any forged pistons from some supplier, hoping to at least find someone with forged 2.8 pistons from a fiero. The fiero store use to sell forged 2.8 pistons along with another seller. Can't think of it. Even if I can only get flat tops I'll just machine a dish into them at work.

Goal: 500hp with stock crank.
650hp with forged.

On a different note. Got my staples removed today. Allowed light duty work and can continue like normal. April 28th is when I can go back to doing whatever whether it's heavy work or light. So hopefully a few weeks from April 28th or a hair after I can get the camaro in the garage and start working on the engine. Still going with 1.6 roller rockers and 272 cam. Will be ordering more stuff in two weeks.

34blazer

I see threads like this too often, a builder with high hopes to re-invent the wheel, and then falls off the map. Compound turbocharging? You can get to 500-600hp with ONE turbo. Find some turbo buick guys in your area and talk to them about your plans, or get a diesel.

Six_Shooter

iTrader: (2)

For your engine compound would not be the way to go imo. 500 hp can be made on a good single and provide less complication. The turbo would not need to be that large either.
I have a compound setup spec'd out for one of my systems, but my goal is a whole lot more than 500, or even 650 hp.

Since this is your first turbo setup go with a single, and learn from that, then if it's not enough, change the setup. Compound presents whole different set of challenges.

Xter

Happens. The only reason I said those numbers is due to tuning and how far I will confidently pushing it when it's done. Even initially with tuning I probably won't be pushing its to it potentional till I feel more confident in tuning. Tuning will be my greatest problem. Even with megasquirt.

There's 4 banger imports pushing 700whp. So no reason I can't get close to that with an iron block v6. Hell there is a 810rwhp firebird v6.

As often with those builders they fall off the map due to critism. Seen it on a lot of threads.

And thanks for your opinion but I'm sticking to my plans. Rome wasn't built in a day and neither will my camaro. This will be a long term project and goal. If it works, there's another performance option for us v6ers. If not, I drop a 350 in with a turbo and call it a day. I'm sticking to it and will work on it as I can. Hoping to garage it soon to start the engine work. April 28th is the earliest, the latest is 2-5 weeks from then. Once I can lift heavy things again (over 10 pounds) without a hospital trip, I plan to start. Right now I'm gathering parts.

Xter

As I just stated I'm limiting it till I feel confident in my tuning and it'll hold. I don't want to build it then start it and have all my effort ruined cause I jumped the gun on my tuning capability. Megasquirt will be a new game for me that I'll need to learn carefully and fully.

Six_Shooter

iTrader: (2)

There's a huge difference between those 4 cylinder engines and your V6, that being years of technology. There's only so much air you can get thorough the intake tract, and it's not 500 hp worth, at least not without a lot of work to that intake tract. When you try to force more and more air though that intake tract you just create more and more heat that no amount of intercooling will help with. Diesel can work with ridiculous amounts of boost because of the the nature of diesel.

Xter

That's why I have a spare 4.3l sitting around to get parts off of to help allievate that issue. Disassemble and take the whole intake system off and machine as needed to fit to work. And it can be done. The s10 guys do this all the time to the intakes and they mostly just bore a little bit out to fit to their 2.8s. Already covered. Plus I could use a set of spare heads for my blazer so two for one on this one.

fasteddi

iTrader: (2)

You cant jam 500 hp plus throught the gen 1 heads and intakes no matter what you do to them unless you run some ungodly amount of boost and tons of excessive back pressure which is dumb in my mind. If you want a 500 hp v6 then you better plan on a hybrid build at the very least or a full 3500 swap.

Just my 2 cents....

Six_Shooter

iTrader: (2)

I'm well aware of what the S-10 guys do, and all they use from a 4.3L is the throttle body, which is a TBI variety, and is not the bottle neck, anyway.

You can't machine the 4.3 heads to fit a 60 degree V6, which is where the major restriction is, and is why people go hybrid with the 660s, you can't machine a 4.3L intake to fit a 660, which is the next major restriction to the heads.

If you want 500+ HP, forget the iron heads, go hybrid, and use a sensible turbocharger and boost level that will not create more heat than needed.

Xter

Didn't want to use the 4.3l heads on my Camaro, said I wanted them for my blazer so its a double bonus to rip apart my spare 4.3l in my 1998 Blazer. I can get parts for my 2000 Blazer and my Camaro.

Plus I can get the rotating assembly out and have the connecting rods to trial fit them and make sure it'll fit before I buy a forged set and stick them in. 4.3L = 350 SBC except missing 2 cylinders. And I've heard 350 SBC rods will work with some machining. I don't care about the 98 Blazer as I'm looking to scrap it soon but this provides a perfect chance to pull it and make some use out of it.

And no, I seen one guy use the intake for a 3.1l. He did some machining and made an adapter plate but it worked and he said it was a dramatic difference in throttle response.

Right now I'm stuck with iron heads till 1). I understand the hybrid switch better and 2). Can find the heads to use.

Six_Shooter

iTrader: (2)

You started talking about using 4.3 parts on your 2.8, so the natural connection is that you wanted to use more than just the throttle body, especially when you said: "Disassemble and take the whole intake system off and machine as needed to fit to work". The two engines are so drastically different, that it's not worth attempting. And no, you didn't mention ANYTHING about using the parts on another 4.3. I don't see what any discussion about a 4.3 has to do with your 2.8, other than trying to BS us. If you're trying to BS us, it won't work, we've been around this game long enough to know better

The machine work to use 267 rods (4.3 rods will not work) in your 2.8 is not worth it. the stock 660 rods are as good, if not better for the application than the 267 rods.

The 2.8 L MPFI intake is the same as the 3.1 intake, as far as flow is concerned and physical fitment is concerned. Any "gain" that guy felt was psychosomatic. There is no machining involved in swapping a 3.1 intake onto a 2.8.

The information has been posted many times, some of us have actually completed hybrid builds. It's not hard to find the information, and use it.

Building a single turbo system for your iron head 2.8 will be a good learning experience for you, but that's all I would use it as. I wouldn't try to set the world on fire using a iron head 660. I only know of one, maybe 2 iron head 660s that were capable of more than 500 HP and both had very extensive head work done, along with a lot of other work, pretty much pushing the engines to their limit.

project89

iTrader: (1)

just a lil more information its not sbc 350 rods or 4.3 rods u use anyways , its 327 sbc small journal rods u HAVE to modify , while stronger the 327 rod is heavier which puts alot more stress on the crank shaft making it alot more prone to breaking , specially at high rpm

my 3.1 turns has been turned 8k rpms numerous times , it has stock rods and they live up just fine, the only reason to swap rods would be in an indurance application were the engine will be held at a very high rpm for extended periods of time , but in order to make it all work right u would need some very lightwieght pistons to offset the wieght difference

we have all done turbo engines before i highly suggest u listen to what we have told u, it will save u many headaches down the road

Xter

Yeah probably going to just go single ATM. But I been thinking. I got a whole donor blazer for a 4.3l v6 swap. It'll cost me nothing but my time ams the motor mounts. If I would do the 4.3 swap, would everything be in place for a v8 swap. I know the 4.3 shares the same bellhousing as the SBCs of it generation so a 5.7 or 383 swap will bolt to the tranny and as long as I build the tranny it'll hold. Both transmissions are shot and one needs fixed anyways so easier to set up for a v8 swap later then. I got plenty of spare 4.3 parts and I know my way around the 4.3 and issues with it a lot better then the 2.8s and know what I can do and cant do to it. Its a 98 blazer BTW so its a vortec headed 4.3. Plus I still have the same 700r4 to bolt up to it the previous owner put in (it died so I put a 4l60e I got at a junkyard that lasted a total of 300 miles). I know with the 4.3 I get more HP and torque to start with, accepts SBC parts, marine intake is easy swap and allows for turboing, and the stock computer can handle 12 psi of boost max when tuned for the 4.3 with marine swap.

Then if I put in a radiator for a v8 will it work with the 4.3? I believe you need to just plug the extra holes correct? Basically I know I can't get what I want realistically or reliably from a 2.8, the 4.3 will help it plus the transmission would be ready for a v8 then and same with suspension (doing the suspension anyways on it so getting v8 parts). The turbo can then be reused for a v8 same with wastegate. Intercooler can be reused then too. A v8 swap won't happen this year, probably next year when I have more time to do a complete build up and swap. Only thing then is the rear needs upgraded. Thinking of 4.10 gears cause gas mileage doesn't matter to me on the build. As long as its not 3 MPG lol.

Picture of the old blazer. It has tires on it again now, this is an old picture. Tires and rims were off a bit while I used them on my 2000 till the tread was gone cause they were brand new. So its sitting as junk with bald tires lol.

Xter

Well here's a question. Could I put in a v8 tranmission with a adapter plate to the 2.8 and work? I really want to do the 2.8 but the transmission is worrying me. I know I could do the 60 degree to a 90 degree adapter but I would prefer 90 degree to 60 degree adapter plate to the transmission.

Other news the fiero valve covers came in today just a minute ago. Had to take the picture by my window for it to come out right. Pictures in kitchen came out awful.

fasteddi

iTrader: (2)

Here ya go. This is for a TH350 trans to a 60* engine. Im not sure what tranny you want but if its for drag racing and low cost then a TH350 is the way to go.

http://www.speedwaymotors.com/Chevy-...ates,3280.html

The higher the gears go the less power your turbo/engine set up may make off the line but without knowing the trans your using and its gearing its hard to tell. I run 3.73s and thats plenty of gear but the 700R4 also has a steep 1st gear and a short 2nd. So when I up the gearing it just makes the gap even more.

Swapping a 4.3L in that car though will be just as hard and costly as a V8... or close so why not either just ride out the 2.8L which can take a massive beating, or just go to the engine your going to end up with in the end?

Xter

Well I have three transmissions atm. Two 700R4s, one 60v6 and one with the 90 degree SBC bell housing, and one 4l60E with a SBC pattern too. Hoping to keep the tranny in the stock position atm and use a SBC tranny with the 60v6 so when I do the SBC V8 I have a built tranny ready to go.

I didn't really think a 4.3l swap would be ideal. I've tossed the idea around and I know its basically the same as a v8 swap with time and money, but I have a spare and if it lined a SBC right up later I might really consider it, but I doubt it will from what I seen but nothing saying it would or won't to be concise.

I want to ride out the 2.8 v6, but I don't want to build two transmissions, one for a 60v6 and one for a SBC. And I would do a SBC swap right off, but right now I don't have anything to really do a SBC swap and I really want to get this Camaro up and running a little faster then waiting forever to get a 350 engine block that's good for my application and then start building it. I can keep the 2.8 v6 stock rotating assembly, change the cam and lifters, and get a EFI set up I can swap to a V8 set up later, and since single turbo is really the best option, get a smaller turbo then a GT35 (not much but enough to spool at a lower RPM), and transfer my turbo stuff to a twin turbo 350 later when I'm ready for the swap and get a fun ride for a bit or till the engine goes ka-boom while I have a 350 to work on. Plus this will put more experience under my belt later so when I do the 350 it will come out better.

It's hard deciding cause the biggest limiting factor is the transmission. If I can get confirmation an adapter with work between a 60v6 and a SBC 700r4 without modification or major modification I'm willing to dig full bore into the 2.8. Cause once I get a 350 ready, what would I do with a built 60v6 tranny?

Maybe a TH350 or TH400 would be better if I can adapt them easy. I think I'm trying to plan too much ahead for what I want to do... Maybe I should just keep the 2.8 and stick with 60v6 engines and see how far I can get with them? After all, I'm not looking for a 6 second drag car, just something I can get in the 12s for now and later into the 11s maybe 10s with some laughing gas. I know some of you have achieved 12 v6s with iron heads and a hybrid maybe be an option later. At the hybrid point though I would want to start with a 3.4l and get the most I can from the block then go on further with mods.

I hate deciding something then just thinking about "what if I do this" and suddenly I just keep thinking of other possibilities I want to explore too with engines... Gah, I can't win with myself... Lol

project89

iTrader: (1)

that adapter plate works for any 90* chevy trans , th350 th400 700r4 2004r 4l80 t56 t5 t10 etc

Xter

Excellent! Will the transmission stay in the stock position with the adapter plate too? If so the v6 is getting a full bore modding. If its a minor nudging around that will work too.

Next up then. How would I calculate the pressure I need for the springs for a big *** can and 1.6 roller rockers. I can get the cam and roller rockers for 300 bucks but I know stock springs and stock replacement will not work. I thought I found some springs that would work but turns out the install height was .050 off... Disappointing because they were perfect it seemed :\

I think I'm going to need custom valve springs for my plans. Hoping to net some for 300 max for a set of 12. If they're more then that I'll go with 1.52 and have some pretty nice valve covers. BTW they are powder coated!

Xter

Valve Spring

Those were the springs. Toke me a minute to find them again. Strange enough summit has them listed as 1.255 OD and .865 ID for the spring while Crower lists them as 1.26 and .87. If they were to work then excellent besides calling Crower and asking what the actual OD and ID are. I just did some looking up and realized that install height won't affect the way the springs will work in my application. They will work fine actually so I think these springs are the ones I need. Just gotta double check that OD and ID. If they are actually 1.26 is there any way to make them work without machining the seats. Or is it just small enough it won't matter with putting the spring in. I feel I already know it'll require machining.

EDIT: Just realized I put the HTML as a IMG in the link... Oops lol

project89

iTrader: (1)

comp cams # 916-12 i belive is the correct part number for the valve springs u want

transmission moves slightly back the by the width of the adaper plate but it dont cause any issues

Xter

I couldn't find one for 916-12 but 916-16 and 916-1 and assuming all the last digits mean for them is the number of springs you get then we're looking at the right springs.

If so them the OD on those springs are way too big and will not work without machining. Or I'm wrong on the stock OD on the spring being 1.255. The 916-1 are 1.550 OD

EDIT: Sorry just realized my link was put as an IMG and not HTML. Corrected now. And excellent. V6 will see upgrades and turbo without a worry in the world now. Gives me a fun car till the 350 is ready but I may just run this engine till it goes kaboom and get my full enjoyment then put in the v8. This is really going to be fun with this v6.

project89

iTrader: (1)

ok 916 isnt the right number then , its just the first number i thought of off the top of my head , fasteddi should know the part numbers as i gave them to him a while back for his turbo build

ill also look on summit for ya when i get a chance to get ya the right number

Xter

Ok, thanks a lot I really appreciate it. My only next question is, where can I get a megasquirt efi ecu. I can't really find any anywhere. I found them on diy auto tune but they were unassembled. Looks like everything had to be soldered. Then would megasquirt v2 work with a v8 or do I need v3? Or should I just consider v3 to start with? I don't plan on trying to reuse the harness later ether so as long as the ecu can be tuned for ether I'll be happy.

project89

iTrader: (1)

diy autotune has complete units as well as diy units , the completed units are about 120$ more

u want a version 3.0 board with any cpu u want , ms1 , ms2 , or ms3

ms1 is the cheapest , and as long as u get the 3,0 board u can upgrade to and cpu u like down the road

ms1 will not controll a stepper idle control motor liek ont he v6 or v8 engine , but i dont use them on my installs anyways, never had an issue getting a great idle

Xter

So an ms2 would be a better one to look into then? Any great advantages of getting ms3 over ms2 for my application?

fasteddi

iTrader: (2)

I had 981-12 comp cam springs with matching retainers. Its a strong spring. I cant remember the retainer part number off of my head though.... summit sells them thats where I got them. The retainers and springs cost about 90 bucks total shipped to the door iirc.

Xter

OK thanks. I'll probably look at them and get them then later.

I might have a lead on a cheap 3.4l engine from a camaro. As far as I know the engine would just drop in and they share the same heads and accessories correct? If so I may investigate on this and swap the 3.4l in and turbo it and use the mods on it so I can get some more bang for a 60v6. Depends on how bad it was beat and if something is wrong or not and what the price is. And all 60v6s share the same camshaft correct? So I could put the same camshaft I been looking at in it too.

project89

iTrader: (1)

any of the ms cpus will work great for u read up on each and then decide

my v6 car runs an ms1
my v8 car ran an ms2 but i downgraded it to an ms1 thiking my ms2 cpu was bad

ms 2/3 offers some ignition diagnostics were ms1 doesnt but all can run an engine equally well

Xter

Ok so I'll be going with an ms1 then later.

Not much progress atm, except now the Camaro overheats pretty bad and fast and just blows cold air. Going to do a flush later and see if the heater core is clogged. I'm going to be looking for the scoop on that 3.4l v6, if it doesn't work out then I'll buy a thermostat and check the other things. Water pump should be fine as it's brand new and rotates in the right direction. Might have to burp the coolant lines. Idk what's causing the excessive overheating now.

On other good news, the rest of the stuff I ordered should be coming in tomorrow. Will have pictures up then.

Might go to Harry's U Pull it and get a 3.4l v6 and the transmission here in a few weeks. The transmission will be a temporary fix so I can at least baby it and drive it around after the engine is built and turboed till I rebuild my other one. I'll take a picture of it tomorrow too. Gotta sand blast after it's gutted, thing looks disgusting but between the stupid off roading in my 98 I did in it, and the fact it's been sitting in the garage for 3-4 years now, I can see why.

Exhaust will be 2.5" with
Cat
Dynomax Bullet
Car can be as loud as I want. My blazer has four 12" subs pushing close to 350watts each that vibrates the crap out of it turned up and bad *** speakers in the door. No one bothers me blasting that thing during the day at max and riding around like it has 4 out of align tires with the vibration. So doubt anyone will care about my Camaro being loud. After the muffler it'll spilt into duals to keep the dual look. Might go with dual tips too since I already have one laying around I half *** made and painted. I'll take a picture of it tomorrow. Maybe I'll grind the welds down flush and repaint it. Was suppose to go on my Blazer at the time but after doing a cat back exhaust on it and having so many issues with getting that set up between working around cross member and the rear axle I didn't weld it on. But it sounds almost like a V8 at idle so I doubt the tip would of added anything and I don't walk around my blazer enough to see it

Besides that, progress is slow because of work. Back to my overtime since the doctor said I was good enough to work light duty (20 pound lift limit). Sucks but at least I'm back to work during the day. April 28th is when I can go back to whatever as long as I feel up to it. Feels so much better without the staples in.

Looking around today I found a thread with a guy with a twin turbo 3.4l hybrid he was doing. Shame it seems it was never finished. He was putting it in a 1990 Firebird. Just typed in 500hp 3.4 v6 in google and that's the first thing to pop up.

Link to 500hp 3.4l V6 LS1 forums thread

I like the moxie and makes me want to twin turbo again. If I can find some T25/GT28s for the right price I might go back to the TT idea. Or if my Powerball ticket wins tomorrow for me, then I'll do a hybrid 3.4 TT no limits for ***** and giggles. Would be entertaining to see how far you can push a 3.4 and keep it as reliable as possible for the power. Then with the winnings put them into a savings account(s) and fund projects with the extra interest... Hey, a guy can dream with my luck lately, it has to turn around for the better.

Six_Shooter

iTrader: (2)

That's the same "Forced Firebird" that is on this forum.

project89

iTrader: (1)

the engine was never finished and the parts wre sold to blc85 on this forum

Xter

Stuff came in.

Dual radiator fans


Twin turbo intercooler


One of the two wastegates


Shame he sold it. Would of loved to see it run. Really curious at the numbers it would of put down.

fasteddi

iTrader: (2)

That a 38 or 44mm wastegate?

Xter

38mm. Both are along with all the flanges, gaskets, and other things to install it. Came with a 8 psi spring in it and a 10 psi in the box.

Made some progress on working on it. Not much but its getting progress slowly.

Painted the hood louvers. Sitting in the garage on my spare tires with american racing rims.







And here's the picture of that tip I was talking about. Sorry I just toke it today. Forgot to do it yesterday. Don't mind it looking like ***, needs to be blended with a finishing wheel and repainted. Just didn't care at the time when I made it.



EDIT: Here's pictures of the american racing rims I have if anyone's curious. They need sand blasted down and repainted to work nicely. Doubt I'll ever use them but maybe I will. Idk yet.

Xter

UPDATE:

Going hybird. Found a 3400 lower and upper intake manifold dirt cheap. I will be going to the junkyard soon to get the heads. Then I will get some pistons later to get the right CR later. Probably going to look into a 3.4 v6 block now soon. No idea on what's happening with the one I had a contacted the guy about. He said he was going to pull the engine then get back to me. No idea when he planned on doing that.

fasteddi

iTrader: (2)

Custom length pushrods
3100 or 3400 pistons depending on your block and over bore.
Get the Throttle cable off of a 2002 impala or some FWD
The Tv cable will reach but needs the bracket modified
Have to make a reluctor wheel
Rewiring of the ignition
Mount a 7x crank sensor for the DIS
Have to change the belt routing and move some of the acc, arround.

Those are a few things youll have to do. Im dealing with a bad ICM right now and need to get a new one, hopefully tonight so that I can finally fire up my hybrid.

Fallen2603

You won't have to do this if you start with a 3.4L short-block from a 4th-Gen.

Xter

I know all this lol. Easy enough to do. And as fallen said, 3.4l v6 solves the custom crank trigger mount plus get extra displacement.

Distributor can be used with hybirds but you need a marine one from a certain model. I forget what it is.

And I'm going with a crower cam. Performance level 4. Need LS6 springs I believe with the 3400 heads. Gotta research more into springs.

Heads and pistons will cost me 150 bucks to get at a local junkyard.

Six_Shooter

iTrader: (2)

If you have information on this "marine distributor that will work with a hybrid" the rest of the 660 community would like hear about it.

project89

iTrader: (1)

ir ur going with the ms system ditch the factory dis and swap to either ford edis , or run the lsx cop system

the ford edis system u may as well just use the factory 60* dis system, but the ls system is a nice upgrade

Xter

https://www.thirdgen.org/forums/v6/6...brid-v6-2.html

Post #90. Had an extended shaft and custom plenum. So no not plug and play and not as easy as a DIS is, but another member confirmed it can be done. Didn't remember the excat details so DIS is easier.

And I'm just going to throw this out now, please stop acting like I'm an a-hole guy who makes **** up cause you tried to call me out on 4.3 heads when I clearly stated they're for my blazer while I get the throttle body off it. I even went back to my post and reread it to make sure that's what I said. I joined this forum just like you. To gain knowledge and help others and that's why I stopped replying to you cause of how you started acting. Toke me 2 seconds on Google with "hybrid 3.4 v6 marine distributor".

Look I don't want to sound like a villian but I'm just calling it as I see it. We can be buddies and drop the attitude thing now or I'll just ignore you cause I don't deal with petty drama. Your choice, don't matter to me.

Going to drop the factory system. Not sure what to run with the hybrid. First I'm going to try my hardest to get a 3.4 block. Then worry about the ignition system. Still no word from the other guy on that 3.4. The 3400 upper and lower will be in this week. Need to clean the upper one and going to grind off the 3400 SFI on top then blend it in with a finishing wheel. Then later paint it black with some high temp engine paint. Lower I will leave alone and keep it shiny.

project89

iTrader: (1)

like i said a few posts down in that thread only intake any distributor will clear is the gen2 intake and i have the pictures to prove it , the gen 2 fwd intake is a bigger pile of crap then the rwd iron head stuff

gen 3 and up intakes the intake runner goes directly over the dirtibutor hole , in order to fit one u would have to notch the runner in the intake , which would reduce it to about 1/4 of its size, which would choke off the cyl completly

the only and i mean only options u have for a distributor with the fwd top ends is to use an offset distributor drive , or a 45-90* ditributor drive adapter

and in an f-body there is no room to do that a offset drive may fit but its a totally custom piece and would cost alot of money, and if im not mistaken the firewall would have to be modified

the offset drive is something similar to what we run on the alcohol dragster 2 run 2 magnetos/distributors i.e 2 plugs per cyl

Six_Shooter

iTrader: (2)

You did NOT mention anything about using the 4.3 for a Blazer until AFTER I called you on it:

I posted:
To which you replied:

The discussion was about a 2.8, to which you replied that you could alleviate the poor breathing of the 2.8 by using 4.3 parts, which only the TBI unit is usable for the S-series/TBI guys, NOTHING else is relevant to an MPFI 2.8 discussion, especially when discussing improving the flow through the top end of a 2.8L. The use of the 4.3 "spare heads" was in addition to improving the 2.8, as you wrote it. We can't read your mind, so while you may think that you said that certain parts were for a different vehicle you did not, implication does not equal being explicit.

Go back and read about that Marine dizzy, it was a custom job, not an off the shelf unit. The same thing could be done with any dizzy. The person that made that dizzy just happened to use a marine dizzy, that actually looks a LOT like a Mallory unit, probably to have the mechanical advance, since the guy that built it is also using a carb on that engine. You implied there was an off the shelf marine dizzy that would clear the gen3 intake, when that is not anywhere near the case. So stop spreading incorrect info now.

You have ZERO direction on your build. You started by talking about building a twin turbo 2.8, then moved onto a compound turbo set-up, somewhere in there, there was discussion of a 4.3 swap and a SBC swap, then a 3.4 swap, now onto a Hybrid swap. Make up your mind THEN start working towards it.

You also claimed that some guy had to machine a 3.1 intake to fit his 2.8 and noticed an improvement, while this might have just been because you didn't know that this is complete BS, you presented it like it's some great little known fact, when it wasn't, nor anything that this guy or you claimed it to be. So while you may not be "making all of this **** up", what you should really do is find out if it is indeed fact by asking about/researching it, instead of presenting as fact.

Be MUCH clearer about what you are saying, I still can not find where you said that the 4.3 stuff was for your Blazer, or that the heads were (other than a spare set could be used for your Blazer), when the discussion up to and including that post was about improving a 2.8L.

At that point, then I'll stop calling you out on BS.

The only reason I haven't locked this thread yet is because I want to see just how gullible you are, and how deep you're going to bury yourself in wrong information, especially when those of us that have been around these engines for many years are TRYING to correct you, but you don't seem to want to listen. I built the second known to exist Hybrid many, many years ago, and the first one to be turbocharged, along with many other engine builds (not all 660s BTW), so I know plenty about what is available and what has and can be done. I'm sure many others are as morbidly curious as well, just how far this will go.

Xter

I'm not going to argue with you on this stuff cause you're putting words into my mouth. And you do it a lot on here from the threads I've read. Its a waste of energy. You have a great deal of knowledge but you seem to enjoy having **** fights. I've seen it in a lot of threads.

And go ahead and lock it if this thread makes you cringe so much. I'm just going back to my twin turbo idea and stop listening to people telling me how I should do my build on my car. I appreciate the advice but Im sticking with my idea on the twin turbo. I'll be happy to take suggestions and advice but I'm just going to stop taking the "from the experience you have to do this" stuff.

Hybrid 2.8 v6 (or 3.4 if I can get one somewhere near by) twin turbo. Happy? It has direction. Plans can get swayed midway. It's life but now I'm getting annoyed with this and just doing how Im going to do it and keep the thread updated with progress as I make it. Not going to bother asking for advice or what would be ideal. All I get is a **** storm for it from a certain someone

Six_Shooter

iTrader: (2)

This is the last thing I will say on this.

I am not "putting any words in your mouth" I am simply reading what you have typed out. I find that many people have a hard time putting complete thoughts into their posts, and while someone might think they have said what they have meant to say they have not, because of missing information.

Communication in text is very different than speaking with someone in person, there is no inflection when it is written, or at least any emphasis may come across differently than what you think it will. This is why you have to be explicitly clear, and maybe type a few more sentences, to get the point across.

There's a simple way to get along here, post fact, not stories, post information that makes your intentions clear, not vague, or open for misinterpretation and listen to those that have been there and done that.

I only give people a hard time when they post BS, or don't stop to think about what they are posting, or how it could be interpreted. I also question when someone is doing something that will only waste time, with no benefit, when there are much easier ways to do things. I've done a lot of things in my lifetime and found many ways that don't work, I have also found many ways that do, and try to save other people time. If you chose to ignore what we, meaning those that have toyed with these engines, tell you, then you won't last long here.

There are a lot of myths posted frequently on the internet and we don't let them fester here, we squash them as soon as we can, to try to stop the spread of false information, or only half truths. Both of which you have done a lot of in this very thread. Most of which I have already addressed.

I'm going to lock this thread, since it will be very confusing to anyone coming to read it from the start. When you have some progress to show, make a new thread and show it off, don't forget the pictures, we love pictures, some people like video too.