What ever happened to QwkTrip's car anyway?
Joined: Oct 2001
Posts: 12,211
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From: Il
Car: 1989-92 FORMULA350 305 92 Hawkclone
Engine: 4++,350 & 305 CIs
Transmission: 700R4 4800 vig 18th700R4 t56 ZF6 T5
Axle/Gears: 3.70 9"ford alum chunk,dana44,9bolt
Re: What ever happened to QwkTrip's car anyway?
Dang Mr Quick, had no idea..
Glad to hear things are somewhat back to normal.
That ecm failure is a major reason i haven't gone aftermarket yet, expensive and how long will that current platform be supported? Makes me nervous
Glad to hear things are somewhat back to normal.
That ecm failure is a major reason i haven't gone aftermarket yet, expensive and how long will that current platform be supported? Makes me nervous
Thread Starter
Joined: Mar 2001
Posts: 10,396
Likes: 2,067
Car: '89 Firebird
Engine: 7.0L
Transmission: T56
Re: What ever happened to QwkTrip's car anyway?
Yeah, HP / Dominator are pretty long in the tooth. I suppose it doesn't take a new high-tech ECM to run an engine though, so maybe the secret sauce is in software which Holley does do pretty well. I did look at other systems but I just didn't want to learn from scratch again with a new system.
Supreme Member
Joined: Apr 2010
Posts: 1,185
Likes: 124
From: Armstrong B.C.
Car: 1991 camaro Z28
Engine: Forged 370" LS turbo s488
Transmission: Built 4L80e FTI converter
Axle/Gears: MWC 9" 35 spline 3.25 gears
Re: What ever happened to QwkTrip's car anyway?
Yeah, HP / Dominator are pretty long in the tooth. I suppose it doesn't take a new high-tech ECM to run an engine though, so maybe the secret sauce is in software which Holley does do pretty well. I did look at other systems but I just didn't want to learn from scratch again with a new system.
Joined: Sep 2005
Posts: 1,125
Likes: 55
From: PA
Car: 92 camaro RS
Engine: LSA
Transmission: Magnum F
Axle/Gears: TNT 8.8 wavetrac 3.31
Re: What ever happened to QwkTrip's car anyway?
Had a warm day so made a bit of progress.
Getting the Mamo 265 heads bolted up to the LS7 has been a bit of a challenge. Trick Flow instructed me to use ARP head stud kit for LS1, part number 234-4317. Problem is they don't know what they're talking about.
The larger M11 studs are correct, but the smaller M8 studs are too short. The heads require longer LSx style studs in those locations, which is offered only in the outrageously expensive ARP 2000 material, part number, AFG2-725-2LGB. Just sucks paying another $100 for 10 little, lousy studs.
But the real problem has been the Cometic head gaskets. Every time I remove the heads there has been an oily substance on the gasket compression surfaces. I've done this 5 or 6 times and it keeps getting worse every round, and the gasket coating has been ruined from the clean ups. Cometic is clueless why this is happening and won't help with cost of replacement. So $180 later I have a new set of gaskets... and yes, I'm kind of mad about it!
I ran a little experiment and rubbed a small area of the old gasket with brake cleaner and sure enough, 30 minutes later the oily droplets formed on the surface. The only theory I've got is that the porosity of the aluminum traps some of the brake cleaner in the metal and that ends up contaminating the gasket after assembly. So this time I let the engine and heads air out for 24 hours before assembly. Don't know if it worked and I don't really care any more. Just leaving it alone and moving on.
Final outcome is 69 cc head with 0.040" thick gasket, producing average 0.035" quench, and about 11.7 static compression ratio.
Getting the Mamo 265 heads bolted up to the LS7 has been a bit of a challenge. Trick Flow instructed me to use ARP head stud kit for LS1, part number 234-4317. Problem is they don't know what they're talking about.
The larger M11 studs are correct, but the smaller M8 studs are too short. The heads require longer LSx style studs in those locations, which is offered only in the outrageously expensive ARP 2000 material, part number, AFG2-725-2LGB. Just sucks paying another $100 for 10 little, lousy studs.But the real problem has been the Cometic head gaskets. Every time I remove the heads there has been an oily substance on the gasket compression surfaces. I've done this 5 or 6 times and it keeps getting worse every round, and the gasket coating has been ruined from the clean ups. Cometic is clueless why this is happening and won't help with cost of replacement. So $180 later I have a new set of gaskets... and yes, I'm kind of mad about it!
I ran a little experiment and rubbed a small area of the old gasket with brake cleaner and sure enough, 30 minutes later the oily droplets formed on the surface. The only theory I've got is that the porosity of the aluminum traps some of the brake cleaner in the metal and that ends up contaminating the gasket after assembly. So this time I let the engine and heads air out for 24 hours before assembly. Don't know if it worked and I don't really care any more. Just leaving it alone and moving on.
Final outcome is 69 cc head with 0.040" thick gasket, producing average 0.035" quench, and about 11.7 static compression ratio.
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