New plans!
03-03-2009, 12:08 AM
#22
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Join Date: May 2007
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Posts: 4,064
well aside from the most likely practical reality that you will loose a/c and most electronic goodies, how do you intend to make the 3.4 whipple fit the lsx? Is there a manifold for that?
I am right there with you my friend, however, you have alot invested in your current setup and doing this will completely change the nature of your car and your going to have to replace everything. I assume your running an a1000 and that probably wont cut it, all I am saying is that you may want to keep your car the way it is and buy another for such a drastic project.
I am right there with you my friend, however, you have alot invested in your current setup and doing this will completely change the nature of your car and your going to have to replace everything. I assume your running an a1000 and that probably wont cut it, all I am saying is that you may want to keep your car the way it is and buy another for such a drastic project.
03-03-2009, 01:33 AM
#25
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Join Date: May 2007
Location:
Posts: 4,064
haha... that sucks. But looking at his costs and the gain he could see using the same blower setup, its not worth it, it still wont get him on pump gas to hit those max numbers because the blower is going to have to work so hard, seems to me that billet internals, the same setup and 200 shot or so would accomplish the same goal and be majorly cheaper
03-03-2009, 02:34 PM
#28
Banned
Thread Starter
Join Date: Aug 2007
Location: AZ
Posts: 2,463
Nice assumption... Unfortunately, to fund this project, I got rid of my GTP project that I was working on in my garage. It was ported eaton, intercooled, cammed 3.8L with ported heads with valves and springs... That was MY own project car, as I did all the work on it myself, minus the machine work to the heads. Other than that, I am just getting rid of the 4v stuff from the cobra with other miscellaneous things. That money, put together with $4 grand I had saved up, just in case something broke, is what is funding this project.
For the record, I have a 35hr/week job, and I am a full time ASU student (WP Carey School of Accounting), and I also own some stock in several companies (majority in Verizon)...
But thanks for the shallow assumption that everything is funded by my mother. (Deceased father)...
For the record, I have a 35hr/week job, and I am a full time ASU student (WP Carey School of Accounting), and I also own some stock in several companies (majority in Verizon)...
But thanks for the shallow assumption that everything is funded by my mother. (Deceased father)...
03-03-2009, 02:46 PM
#29
Banned
Thread Starter
Join Date: Aug 2007
Location: AZ
Posts: 2,463
well aside from the most likely practical reality that you will loose a/c and most electronic goodies, how do you intend to make the 3.4 whipple fit the lsx? Is there a manifold for that?
I am right there with you my friend, however, you have alot invested in your current setup and doing this will completely change the nature of your car and your going to have to replace everything. I assume your running an a1000 and that probably wont cut it, all I am saying is that you may want to keep your car the way it is and buy another for such a drastic project.
I am right there with you my friend, however, you have alot invested in your current setup and doing this will completely change the nature of your car and your going to have to replace everything. I assume your running an a1000 and that probably wont cut it, all I am saying is that you may want to keep your car the way it is and buy another for such a drastic project.
I am running dual walbro 255's with a KB Boostapump. That fuel system is more than enough to support 1000rwhp...
) is a lot less stressful than racing on a real tune (11.8 afr, 16 degrees of timing), so what you said makes no sense, in the slightest... Your short sightedness is getting real annoying, as I already explained why this motor failed. It has NOTHING to do with the tune, and NOTHING to do with how the engine was built. It is due to the fact that one of the pcv lines came off, during the race, causing the MAF to incorrectly read the amount of air going into my engine, which caused the injectors to not fire enough fuel, which caused an extreme lean condition, which led to detonation and piston failure. Got it?
Now I fully expect you to come back with another one of your RETARDED responses of how I paid a shop so much money, because I couldn't do anything myself, or something of that sort. I expect nothing better from you, so go ahead.
Didn't you hear? Once you cross the 700 rwhp threshold, you're entitled to an unlimited amount of NUTSWINGERS!
Haha!
Last edited by mfj; 03-03-2009 at 02:49 PM.
03-03-2009, 02:49 PM
#30
5th Gear Member
Join Date: Jul 2006
Location:
Posts: 2,407
Nice assumption... Unfortunately, to fund this project, I got rid of my GTP project that I was working on in my garage. It was ported eaton, intercooled, cammed 3.8L with ported heads with valves and springs... That was MY own project car, as I did all the work on it myself, minus the machine work to the heads. Other than that, I am just getting rid of the 4v stuff from the cobra with other miscellaneous things. That money, put together with $4 grand I had saved up, just in case something broke, is what is funding this project.
For the record, I have a 35hr/week job, and I am a full time ASU student (WP Carey School of Accounting), and I also own some stock in several companies (majority in Verizon)...
But thanks for the shallow assumption that everything is funded by my mother. (Deceased father)...
For the record, I have a 35hr/week job, and I am a full time ASU student (WP Carey School of Accounting), and I also own some stock in several companies (majority in Verizon)...
But thanks for the shallow assumption that everything is funded by my mother. (Deceased father)...