How 'bout for fun we say we put you super duper ultra galastic brake setup onto a Ferrari Enzo if its so good, I bet it would stop from 70-0 in 30ft if your aerodynamic pig and weight tranfering cow can do it in about 110ft (by the way, it was 100ft. Soon we will be up to 3000ft but I'll still pick on you for priciple).

Or lets say we cut the whole top half off your cargo van and give it a tue chassis with roll center adjustments for baking transfer assistance. We get that puppy down to a cool 3500. Think that 1500 lb decrease in braking weight ratio will drop that 70-0 distance down to 60 ft? Seriously I am anticipating your highly regarded opinion on this question?

 

You are full of yourself, Fast355 OUT!

 

Thats my wifes RS, you'll be racing a girl.

 

Hey, I see you lerking in here again. Looking to educate yourself further ?

Here's something you can chew on rookie.
Stock vs what you see in the picture above on the car
Thats a 13" 6pot setup next to an "aftermarket" (factory size though) 10.5 1pot setup.

 

...............

5000lbs G20 vs 3000lbs Camaro, braking distance.


wow.

Even if you two had equal brakes, the Camaro would stop faster due to ligher weight.

 

V6#20 your an idiot, I dont even care whos braking time is better, I would never have even saw this thread if you didnt post some crap on the TBI board bashing Fast355...
only a moron like yourself wants to argue age, and then post all this **** talk
im denying your computer privelages for a month, goto your room.

 

hey.... remember when this was dowards thread. look what i missed in two days


so hows the project going. btw you have inspired my to follow in your intercolled footsteps. i may be swapping a buick GN engine into this 2.8L rocket sled not for like a year or two though.

 

wow dean really lost it . . .

 

Dean never had it..........now for some tech!

http://www.f-body.org/gears/

Thats the best little gear calculator I've ever used, just plug in your gear ratio's and tire size and it will spit out a nice chart showing you MPH for every gear at every RPM.

 

witch on was dean?
and why do they still let that guy on here.he has great tech info but it usualy only takes him three weeks to blow up on some newb.

 

I'll give you a hint, I'm not Dean and I'm not new. Fast305 until I requested a password change and it went to my old Email-killed that name. Been Fast355 for months. I only watch the V6 board because I have a GMC S15 4x4 Jimmy 3.4 Turbo MPFI run by a 749 and am always looking for ways to get more power. Its faster than the van, but I don't play with it as much.

 

Requesting pics of said Jimmy.

 

i second that!

 

Ah-ha! I knew I had seen that Jimmy on a webpage somewhere linked with one of my S-series sites (another one of my toys, see my sig and WWW link) and I recalled you were LG4Van or G20Van or something before you changed to 355 van. Anyway you had good tech info so I read your posts, I lurk on the TBI boards and such.

I'm buying a partial kit from Doward for my wife's RS (she never drives it anymore anyway)

 

didnt you use to go by james, or raven? Something like that. Has a jimmy mpfi and turbo. Not sure if it was 4x4 though?

 

No, "The Raven" has a black truck running FWD aluminum heads- I recall this guy's Jimmy was white or something.

 

oh. yeah i did'nt look at your post count. deans names never get more then about 200. i remember on agood2.8 he had alot. like 1k+. (ok just looked it up. 1400, his next name "agoodv6" only got one!)may have been his first name. not sure. anyway, sorry to sell you short like that.

 

"the raven" is Chris Rook running a RWD 660 2.8 (i think stroked to a 3.1) with a gen 3 FWD top end and a turbo running in the 13's... in an '85 Jimmy

http://www.domesticcrew.com/raven/James/Engine%20swap/


He's currently upgrading to a bigger turbo and planning a trans swap to replace the T5 with an auto ( i'm assuming 700R-4 )

 

Thanks Dave.

Yes, the block started as a 2.8, but has a 981 crank in it (3.31" stroke, from a 3.1), and is bored .030" over to make it a 3.2L.

Yes I am upgrading the turbo, along with the top end, going to a '99 3400 top end, for the larger port, mo' powa baby!

Yes I will be swapping to a 700R4, I want to launch at full boost and hopefully be consistant enough to win my class at the CFSC (Canadian Fastest Street Car challenge), next year.

I will also be adding some nitrous to act as an intercooler. Basically just supercooling the charge, along with adding a little mo' powa.

Doward; The distributer will not fit even after "grinding" away some of that #6 (once it's turned around for the RWD alignment) runner. You have to basically cut out that runner completly, to make just enough space to drop the distributer in.
Yes, I too want to use a distributer, I feel the wastespark is only good for emmissions, and reduces the overall performance slightly. I have read somewhere that the wastespark will actually slow the flow of exhaust, I haven't been able to verify that yet, but it seems to make sense with what I understand of how the combustion process works and the way the spent gasses flow.
I used a '98 3400 LIM to check the clearance, which has the larger port, but in this area, the 3400 and 3100 there is little difference in location and clearance.

So it looks like the "race" is on to see who can get thier Aluminium headed beasts run with a distributer, eh? LOL

 

Wow how did i miss this one. The said Jimmy is two tone grey/silver. It still looks factory. Unfortunately for a while pictures are not available as it is in South Carolina with my sister. I don't need it right now and she moved out there a couple of months ago. I just let her and her husband borrow it. They drove it all the way there loaded and pulling a tandem axle U-haul box trailer and the thing still got 18 mpg. I have looked on my computer and can't find the engine pictures that I thought I had.

My engine is a RWD Camaro 3.4 V6. On top it has an older SD 3.1 intake manifold. I am still using the cast iron manifolds but they have been switched and the outlets now points up and toward the front. The single turbo sourced from a Grand National (a different friend upgraded his turbo) resides about where the cruise control servo used to reside. The turbo starts boosting at a little over 2,000 rpm and full boost is found at 2,800. The truck is without an intercooler unfortunately. The RWD 3.4 heads were ported and the chambers hogged out for dual purpose. First to lower the compression and second to unshroud the valve. My compression ratio is a calculated 7.7:1. It is using the larger crane compucam in it. The block has been o-ringed to keep the headgaskets on. I typically run 12 lbs of boost on 93 octane. I have run 18 lbs on a custom chip and lots of toulene. At that boost level it is making an estimated 300 HP and 350 ft/lbs. On the dyno at the lower boost level it has made 235 RWHP @ 5,500 and 275 ft/lbs @ 3,200. The transmission is a slightly built 700r4 with valve body mods and built to V8 specs. 5 pinon planetaries, V8 clutch packs, heavy duty clutches and steels, heavy duty band, beast shell, etc. I went through the stock one in 1 month, but it already had 180,000 on it. The rest of the driveline is still stock and the truck has factory 3.73 gears in it. It cruises along right at 2,400 at 65 in OD. On hills the turbo will kick in and helps on the bottem end power.

The ECM, Dash, Instrument Panel, Center Console, seats, and steering column are from a wrecked/rolled Typhoon that my friend robbed the engine and driveline from. The left-overs as he calls them.

 

Looked to me as tho it only needed approx 1/4" of the runner grinded into? I'll be working on that, lol, over the week. My big project this week, is converting to speed density. I'm using a '95 LIM, btw.

We'll see how it ends up. if you don't mind me asking, what on earth did you do about bracketry, for the Altenator, A/C, PS pump?

*EDIT*

Fast 355, still running stock cam?

 

No, the larger of the two crane compucams.

 

You do realize the head of the distributer is where the #6 runner is, right? Remember the 3100 intake is quite a bit taller that a GenI intake. Once you try and drop a distributer in there, you'll see.

For bracketry, I made an adaptor for the driver side head, that bolted to the head and then had a new threaded hole in it for the power steering pump. This was made from 1/2" aluminium. The PS bracket needed to be milled down 1/4" to compensate (I'll get to the 1/4" and not 1/2" reason later).
For the tensionefr and alternator, my grandfather and I designed and made a large block that the tensioner bolts to and also holds one tab of the alternator. I used a CS-130 that had the clocking and mounting tabs that would be used on a genII 2.8/3.1 in a Cavalier. The Alternator was also moved from it's stock location to the airpump location, which also required a modification to the air pump bracket, which was also due to the custom crank trigger that was made. The sensor mount was made from 1/2" thick aluminium with a slider that the sensor itself attaches to. We also made this adjustable by about 25 degrees IIRC.
Now the reason I only need to remove 1/4" from the PS bracket, was due to the aformentioned custom crank trigger. The wheel is 1/4" thick, which requires everything to be spaced out 1/4" as it is. So this put the bracket 1/4 away from the head anyway.
We also made a custom spacer for the water pump, that had an new centric that required the OEM pulley to be opened up to 5/8"

I belive there are a bunch of pictures of this on my site: www.domesticcrew.com/raven/James