Mike,

I'm not sure if I got bored. It was more of a strategy move for me & playing to my strengths. Hopefully, I can get the combo to do what I want. Anyway around it I'll make it work/win!

I pulled the pan on the unknown bottom end of the 434 in the 80 Camaro today. I was pleasantly surprised with an overkill short block (same as the upper end). I found billet steel 4 bolt main caps on all 5 mains, ARP 2000 rod bolts, CP pistons, Unknown crank/rods (No name on them) & they are very nice. I pulled a couple rod caps & the coated bearings were perfect. Didn't bother pulling anymore or the main caps.

The motor goes to the builder to be reconfigured/freshened for the ProCharger.

The overkill motor is staged for the builder, hope to get it there in the next month. This motor has been in our 80 Camaro for 13 years & has never been out of the car or heads off. It got 100-200 passes a year on it & was very well maintained.

I've never named a motor before, but overkill was an appropriate name for this engine. All the parts in this motor were above needed for only 630hp. Anyway, it has a good foundation for around the 900hp that's coming.

quote:

Originally posted by B KING:

Put the 68 up for sale advertising it at the race track while racing. Good many tire kickers & one finally bought it this weekend. He had seen it run during the 2021 Spring Fling Million. He made some test hits today after getting it home, he was happy with it.

Sorry Barry, it was a good car, but it had tough shoes to fill to compare with the 80.

I get it! No biggie. We'll be at the last Divisional Vegas then to Pomona. Hope to see ya!

Hoping to make it out.

quote:

Originally posted by B KING:
I pulled the pan on the unknown bottom end of the 434 in the 80 Camaro today. I was pleasantly surprised with an overkill short block (same as the upper end). I found billet steel 4 bolt main caps on all 5 mains, ARP 2000 rod bolts, CP pistons, Unknown crank/rods (No name on them) & they are very nice. I pulled a couple rod caps & the coated bearings were perfect. Didn't bother pulling anymore or the main caps.

The motor goes to the builder to be reconfigured/freshened for the ProCharger.

Might need to go 4.20 plus bore if you have that many on it, methanol.

Same block, when I punched mine 4.185, cylinders had a lot of wear, maybe 250 1/8 mile passes on it, methanol.

If the machinist you're taking it claims lil M will only 4.185. Grab your stuff and get on out of there, you're in the wrong place!

I don't think I mentioned that this is a World Products Motown block, the bores are at 4.160. The motor was ran on gas the majority of them years & 3-4 years on E85. The motor has been in the shop going on 7 months in Nov. I need to stop by again & see what the status is again.

This whole pandemic BS & a few health issues have put me behind 8-10 months.

quote:

Originally posted by B KING:
The motor has been in the shop going on 7 months in Nov. I need to stop by again & see what the status is again.

I'm pretty sure it's hard to get parts for the motor. I'm finding that out with buying parts to update our Camaro. Anybody else having problems getting parts?

Last couple of weeks I got most of my Holley Sniper EFI system with along with the plug & play ignition system. Looks like a nice set-up & should work well with the Procharger in a blow thru configuration. I still have to get the bigger digital dash, but I can get up & running without it.

Hopefully I get the trans & converter to Hughes Performance soon. The trans needs recertification & freshened. The 9" converter needs to be set-up for the Procharger. They are wanting me to build one of their 9 1/2" units, not sure what I'm going to do.

I hate spending $$$ on things when I have a motor in limbo

No excuse in the world for an engine to be in a shop for 7 months:
Unless there is a money issue on one side or the other.
A friend doing the work that does not GAF
The shop is doing poor business
You have not called every 2 weeks to ask WTF

A lot of parts are not available, pistons can be 3 months at some vendors for custom, but the majority should be in hand in 7 months.

Did I read this right 7 months the motor has been in the shop?

quote:

Originally posted by Bad News:
No excuse in the world for an engine to be in a shop for 7 months:
Unless there is a money issue on one side or the other.
A friend doing the work that does not GAF
The shop is doing poor business
You have not called every 2 weeks to ask WTF

A lot of parts are not available, pistons can be 3 months at some vendors for custom, but the majority should be in hand in 7 months.

I called this past week & all the hard parts are finally in; Covid is f..ing supplies of everything. He did get a full set of PAC springs for the motor, but was unsure when the spares would arrive. The pistons were custom with 2 extras. As I stated earlier I'm having issues getting parts. My Holley Sniper EFI system was out of stock at Holley with a 2 month estimated in stock date. Luckily, I found the last black ceramic one in stock at Summit.

I don't know if it's money is an issue, he was more than happy with my deposit.

Not a friend doing me a favor.

I've called twice since dropping the motor off in Apr. I have receipts & my racing operation is insured.

Every business I know (lots) out here is struggling to get parts. Weeks and maybe two months but 7 months though... wow Brian.

I'm in the process of ordering Rods and Pistons. We start racing around the end of February next year. I hope I don't get hung out.

Spent most of the day bench set-up/baseline programming of the Holley Sniper EFI. I thought it was a Firmware issue, but found it was operator bench set-up issue. Finally, I have the baseline calibration programmed for self learning. When I get the motor up & running, I hope to get a little rural street testing/learning on the program. Then hit a chassis dyno for some more self learning/tuning. I'm trying to study up to program/adjust the learned fuel maps. I think I'm good with the timing aspects of tuning. I really probably know enough to be dangerous. If all else fails, I'll pay one of them professional tuner's to do their keyboard magic.

Had to call the shop to get specs on cam they were needed for ordering the ProCharger kit. Good news, the machine work is completed on motor & getting ready for assembly.

Cam specs: duration 267/279 @.050, lift .640/.640 (I hope that's net lift) ground on a 112* lobe & Bullet wants it installed 4* advanced.

The ProCharger kit should be ordered at the end of the week. We are still working out the configuration details.

I got the F-1A-94 ProCharger ordered today. We went with a 12 rib pulley set-up with their new style belt tensioner with 2 adjustable position idler pulleys. We were debating between the Cog or the 12 rib pulleys because of peddling the throttle. If it doesn't work the way we wish, we'll convert it to cog pulleys. The blower specs are highlighted below:

quote:

Originally posted by B KING:
Spent most of the day bench set-up/baseline programming of the Holley Sniper EFI. I thought it was a Firmware issue, but found it was operator bench set-up issue.

Let me tell you what I have learned running my shop. When one of my machinists comes to me and tells me there is a problem, always check the operator first. LOL

Car is coming along slowly. I've got all the major stuff done in the trunk. Moved the original battery further to the rear & added the 2nd one next to it. I got the dual in tank fuel pumps mounted & plumbed in the fuel cell. I made a small bracket for the dual relays for the fuel pumps. Still need to finish the wiring in trunk.

quote:

Originally posted by B KING: If all else fails, I'll pay one of them professional tuner's to do their keyboard magic.

https://www.youtube.com/watch?v=fzxMh2iKa1k