First off, forget the ARP main cap studs and the kiggly girdle. Run stock 1g main cap bolts without the girdle. Second, skip the Wiseco block crackers and buy a good piston. The rods are fine. It is common knowledge that the 1g cylinder head receives boat loads of oil, sometimes too much, so...

To note, you are just doing this for initial start up purposes, as the compression rings and oil control "shoulders" rotate as the piston moves up and down the cylinder bore.

I've been watching since it came on around 7pm, its now 7:30, and the car hasn't made a pull during any of the streaming. What seems to be the problem?

Have you tried plugging off the 1g BOV with an expansion plug? We're running 25psi on 93 octane on an EvoIII 16g in our '89 Eagle Summit (11.57 @ 119), and were able to pick up about 3mph just by plugging off the 1g crushed BOV that is currently installed on the vehicle.

That power seems about SOP for the bullseye housing. You could definitely run a little more timing and boost, but you basically are running an exhaust restrictor plate.

This is the problem. A small oil drain obviously will not make this matter better. Its the high volume that kills turbos, and you obviously need a drain tube ID that corresponds to the amount of oil being sent at such a high volume/pressure. An .080" restrictor in a -4an feed line is necessary...

I don't really understand what you are saying here. Correct me if I'm wrong, but are you saying more horsepower is equal to running less timing? I'm just trying to follow your equation. Typically an increase in timing will increase cylinder pressure, since you've ignited the intake/fuel charge...

Only the clueless would regard it as luck.

Rizzoti just trapped 138 this fall on a stock bottom end that might be older than some of the members on this board. That would put him over 575whp. We made 603whp on a stock 6 bolt 2 years ago in a buddy's 2g. The car now runs an 850r on 30psi and its still going. I've yet to see the limit of a...

The RPMs didn't change becuase of a TCU swap, the reason I know this, and what HighPSi was saying as well, is because the TCU does nothing to the rpm signal.Also, to the guy who posted the thread, at 3500rpms on the highway, you were in D with the OD off, so 3rd gear, as HighPSi also said.

I should have stated that I wasn't particularly quoting you to single you out, sorry about that, but rather just expanding on what you were saying and adding a little more info for some members on here who have less experience than myself.In that regard, ARPs have been successfully ran in...

The felrpo should act like stock as you pointed out, which means it won't blow nearly as easily as an MLS. The motor will either hold together are parts should start flying. The reason you don't have stretched ARPs is because you aren't making enough power. Stretching ARPs is a thing of the past...

Seems like there is a lot of good information and a lot of bad information in this thread. For people who actually make power and know people who make power and have tried different things, they would know that the only way a 2g head is going to out perform a 1g head is to have the 2g head...

Maybe if some of the people on here knew how to build a car properly they'd actually make the power an evo 3 compressor can produce. My brother's summit on a MHI evo3 16g with 2.5" exhaust, 264/272 cams, and tiny front mount made ~340 at 20psi on 2g timing at 91 degree ambient temps uncorrected...

http://www.vadsm.com/uploads/atshifter.wmv

I started this thread because I wanted to give EagleTalonTim his own space in his original thread to cut out some of the clutter in case anyone had questions in regard to HighPsi's shifter setup.Ok, so here is the shifter. Easy installation almost anyone can do. The shifter plate is...

How far off was the fitment for your 2g auto in your 4th gen? Massive amounts of cutting to the framerails you think? Or was it a trans mount problem?

I have been in touch with a local guy here that does a lot of local DSM work and tuning, and has done a good bit with the autos, about shifting modifications for us auto guys. He has a couple products in testing that will be a big help to us, hopefully. He gave me permission to post up the...

Methanol motors actually run quite a bit cooler than gasoline motors. EGTs will also fall about 400 degrees or so.

Why are you acting like such a dickbag to members? Some guys don't know very much about welding in general so why give them a hard time about it?The exhaust looks decent though, any reason for using 409 over 304?

My O2 housing has a whitish tint to it and it hasn't seen race gas in the last 3000mi. If the car is tuned properly on 93 it should be similar.

So would the 550 just be an SC61 with a ceramic coated turbine housing and black cover that is possibly overpriced? I'm trying to understand what makes this turbo better over an SC61 or standard bearing gt35.And I personally don't really care for antisurge ports like on most 35r and those...

Does it idle low upon initial start up then gradually rise as the motor warms up?

The PTT setup comes with a chromoly flywheel, and you must have the plastic sleeve OEM TOB so you can take it apart and press the new PTT TOB into the OEM backing plate. When I installed a QM, there was some decent room between the clutch fork and clutch, it did not need to be ground down really...

I'm talking about something totally different that is not the norm. A guy who I deliver parts showed this technique to me, and passed it off to Tom Nelson of Nelson Racing Engines. He's the somewhat famous guy who's known for his 1500hp twin turbo Chevy's that are running around the streets here...

I don't think double o-ringing would be terribly successful because then the two orings are pushing against one another, unless you ran two different diameter o-rings, though I'm not sure there is space for that, though I could be wrong. I do know a technique used by some very successful turbo...

The BC 280s are pretty big cams, comparable to the 288 Crowers and FP3x grinds, which are larger than the FP4s. Question is, how do the three big cams compare to each other on turbos that flow at least 65lbs/min?

If you use OEM valves then just use the OEM keepers. I just took a head apart that has 140k on it, keepers look fine to me. I can't really see them going bad but maybe someone has?

Good info Mike, I wonder if Brian changed the specs on his springs versus what Crower provides. I know slowboy was using the manleys and Comp 400s all the way to 8500 or so and said they worked great.

Sounds like typical shit to me if you are tryin to make 670ish. A buddy of mine runs those cams in his 2.4/pt67 setup, and they seemed to work decent for him, nothing spectacular but they did their job, so I hope you like them as well.

He can always go to manual brakes, which he may have to. That thing sounds f'in NASTY. What exhaust do you run?

Most backcut valves or multiangle valve jobs I've seen really translate into low lift flow increases, not too much on the high end. I've seen certain heads lose high lift flow on valves jobs vs. stock cuts.

Blowby consists of water vapor and oil, so when you see lots of water in the catchcan that is normal.

Does anyone have more pics of Shep's rear setup? Specifically the mounting points of the 4 link.

Looks really good. Did you just run a diegrinder with some carbide bits? What did you do to get the finish so smooth?

The fact that I've helped build numerous mustangs that include installing traction lift bars, solid upper and lowers, antiroll bars, must thwart my rear end knowledge compared to yours. I was just suggesting the possibility of what the rear could be. The fact that I was underneath Sheps car that...

Where did this information come from? I'm not saying I don't believe you but I can tell you that just by looking at the pic it may not be a ford 9". He has a custom aluminum housing rear and for all I know it may be a mark williams 8.8 or something similar. If I were going to put a ford rear in...

According to Martin at AMS he maxxed out the 61mm wheel using a .82 t3 housing, and I think he was on the 5 bolt ford flange but don't quote me on that. My buddies 2.0 on a .68 t4 35r spooled 26psi on pump gas at 4800rpms according to the AEM. The .63 t3 housing is a very quick spooling housing...

I haven't read a single review on the stage 3 BC cams for our motors. I don't see how you can claim a set of cams is "very proven" when there has been very little to zero hard data to compare the BC cams to proven cams such as FP3s and HKS 272s.

Yeah and the venturi created when coming from a 3" UICP to a 60mm TB also works, not because I think it works, because I know it works.:thumb:

I've never really understood the point of boring the TB over to 63mm or just going with a larger TB all together unless you are trying to make stupid amounts of power, i.e. +700whp. I've just seen way too many DSMs make 500-680whp on a 60mm TB.

Yeah thats him. I didn't know he was on a 2.3 but for a bolt on turbo mid 10s is nasty.

The best I've ever heard was 139mph trap with no nitrous. This was supposedly in a full weight car as well. The dude is on this forum, from Canada I think.

I definitely don't want to get into a pissing match because 1) its off topic, 2) I'd rather do it in a post specifically concerning the subject, and 3) I'd rather discuss the sudject in a calm manner, though I just had to say that I can prove how NA cars lose more power than FI cars at 5000ft of...

Like biglady mentioned, thats SAE corrected. You cannot look at corrected numbers on FI cars at his elevation. 510whp uncorrected sounds pretty much on par at his elevation. If you came down here near sealevel I think you'd be right around 545whp, which is pretty much right on par with most 61mm...

According to precision they do not make a bolt on sc61 with a p-trim turbine wheel. All of theirs are 76 trim stage V t350s, completely different wheel. My E cover SC61 with a different bolt on housing does not surge at all, though the car spins so bad the load might have something to do with...

I run a SC61 on a bone stock 1990 bottom end without problems. I will not build my bottom end until 1)I wear out the motor, or 2)The motor breaks. I personally think the motor will wear out before it blows, even at 30psi, which is what I run with race gas.

You may hurt something, but I would bet the motor would just die first.

Anyone here ever test IATs using just plain water injection? I think its the evaporation time of the meth that really does a good cooling job, though water alone has over twice the latent heat of evaporation value of methanol, which means it has the ability to absorb thermal energy very very...

The p trim is an oldschool wheel that does its job well, but the gt35 turbine outflows it, so it should make more power, but I haven't seen any back to back comparison between the two on the same compressor wheel, so its kinda tough to say how much the difference will be.