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#141
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I've heard they can be tricky to get the air out, probably due to the steam ports. I'm sure there's an optimal way to do it, and you'll figure it out.
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'65 Tempest 467 3650# 11.30@120.31 |
#142
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Weights:
Front: 2,100 Rear: 1,820 total: 3,920 54/46 weight split This with me, and some cargo (220 pounds) and full fuel and compact spare tire. so 3,920 minus (220 + 120 + 15) equals 3,565 Not as light as I wish for all the lighter components installed but nothing else can be removed without affecting pleasure of driving. |
#143
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Intermittent squeak was eluding me for a bit - it just cropped up in the last week. A 0.3" shorter serpentine belt solved the issue.
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#144
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Quote:
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. 1970 GTO Judge Tribute Pro-Tour Project 535 IA2 http://forums.maxperformanceinc.com/...d.php?t=760624 1971 Trans Am 463, 315cfm E-head Sniper XFlow EFI, TKO600 extreme, 9", GW suspension, Baer brakes, pro tour car https://forums.maxperformanceinc.com...ght=procharger Theme Song: http://www.youtube.com/watch?v=7zKAS...ature=youtu.be |
#145
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uffda! that is a bit.
Squeak is back. |
#146
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Scarebird,
I love the build! I don't know if you recognize the name, I've been off the board for a long time. I got rid of my '68 gto 6 years ago. I wanted a '67 to retire with, but the way the market has erupted the last 5+ years, that idea is gone. I refuse to pay $50k for a decent, not great, condition car. The first new car I bought was an '83 Grand Prix. I've always liked that G Body style. I'm going to pick up an '81 to '87 Grand Prix and I'm going to do an LS swap on it. It's already a corporate motor, so to me, it's fair game. I've been doing a lot of research and this is what I have planned so far. I'm going to go with an LS3. I'm going to bore it .010" and stroke it with a 4.1" crank. That will give me 428 cubic inches, I'm nostalgic, what can I say. I'm going to put old '67 to '69 428 bags on it, see attached. I'm going to go with a mild cam upgrade, I don't want a lopey cam. The rest of the motor will be stock LS3. I should be in the 525 - 550 hp range. My goal right now is to go with a 6L80e trans. I think I'm leaning towards a Ford 8.8" rear. Converter and rear gear ratio will be determined after I finalize on the cam. I'm going with Year One 17" x 9" Rally II wheels with 275 x 40 x 17 tires in the back and 17" x 8" Rally II's with 225 x 50 x 17 tires up front. Aside from the 17" wheels, it should give me a stock appearing profile. That is what I'm after. I want a stock appearing, mild mannered, sleeper. I may be hitting you up when I get into the project.
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469 (455 + .060") with the Edelbrock RAIV cam, Ported 6X-8 heads with 1.77" exhaust valves, 100 cc's, "0" decked block for 9.3:1 static CR, Eagle 1.65:1 roller rockers, Edelbrock RPM manifold and Edelbrock 750 carb., 1.75" x 3.0" Hedman Headers, 2.5" flowmaster exhaust system with "H" pipe and Dynamax super turbo mufflers. 200-4R with a Continental converter, 3.07:1 12 Bolt Saf-T-Trac |
The Following User Says Thank You to GR8ONE68 For This Useful Post: | ||
#147
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Sounds like a fun project. I am not sure how well the 6L80E will fit here; my friend had to really chop up his tunnel to fit and the pan still hangs 2" below the frame rails.
Were I to do this again I would try the 4l80E - not sure if it fits the 78-87 A/G tunnel. |
#148
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#149
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469 (455 + .060") with the Edelbrock RAIV cam, Ported 6X-8 heads with 1.77" exhaust valves, 100 cc's, "0" decked block for 9.3:1 static CR, Eagle 1.65:1 roller rockers, Edelbrock RPM manifold and Edelbrock 750 carb., 1.75" x 3.0" Hedman Headers, 2.5" flowmaster exhaust system with "H" pipe and Dynamax super turbo mufflers. 200-4R with a Continental converter, 3.07:1 12 Bolt Saf-T-Trac |
#150
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After examining that post I am very surprised it fit so well.
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#151
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Yea, I was skeptical, but it was more than one person that claimed it worked. Like I said, I'll do a lot more investigating before I jump into the deep end.
I may end up with the 4L80e anyway. It depends on the ECM. If I go with the 6L80e, I have to use the factory control module. Reprogramming can be a PITA from what I've read and if have to take it back everytime I needed a change... Once I have it dialed in, I don't see the need for a lot of changes. My concern is getting it dialed in. How many adjustments will need to be made??? How did your tuning go? For the motor, I know you have a manual trans. If I go with the 4L80e, which is still a good trans, I can use the Holley Terminator X Max to control both the motor and trans and I can program it myself. I really like the idea of 6 gears, especially the 4.027 first gear. That will allow me to use much higher (lower numerically) rear gears which will really help keep the RPM's down in high gear. That is assuming the cam I choose will like that...
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469 (455 + .060") with the Edelbrock RAIV cam, Ported 6X-8 heads with 1.77" exhaust valves, 100 cc's, "0" decked block for 9.3:1 static CR, Eagle 1.65:1 roller rockers, Edelbrock RPM manifold and Edelbrock 750 carb., 1.75" x 3.0" Hedman Headers, 2.5" flowmaster exhaust system with "H" pipe and Dynamax super turbo mufflers. 200-4R with a Continental converter, 3.07:1 12 Bolt Saf-T-Trac |
#152
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The Holley setup was just too much money to me, but after said/done the L84/4L80E combo run by the Holley setup may have been best (wife can drive stick fine but prefers auto).
I was not impressed by the fit of the 6L80E in the 68-72 tunnel on a friend's 68 SS - hung too low, hence the interest in the 4L80E even though it is an older trans and fewer gears. The 5.3 L84 with the DOD delete and LT1 cam on the other hand works superbly, nice match to the TKX with 2.93's in back. (3.08's would be better). |
#153
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Interesting DI engine which I have just learned about the advantages here.
Does the torque come on as early and strong as your the 440? Why delete the DOD? Wouldn't that have given you more of what you were looking for with this swap............better fuel economy? |
#154
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Not quite - torque is usually a function of displacement, but the low end is more than adequate and the mid range and up is excellent. The 440 pulled ok there but for 40% of the mileage it had better!
GM is slowly phasing out DOD, as is Mopar on their trucks. Seems lifter manufacturing is not where it needs to be for OEM level reliability. I did not want to fool with it - need anvil-like durability. You are right, I did sacrifice a bit of cruising mileage. |
#155
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For what it's worth, I have an LQ9 in my 71 Cutlass running on the stock ECM, and if I were to do the swap again today I would go Holley Terminator X without question. I have paid more than the cost of the Terminator between an aftermarket harness and multiple dyno tunes to get it right, and don't have the time to dedicate to learning HP Tuners.
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#156
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#157
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469 (455 + .060") with the Edelbrock RAIV cam, Ported 6X-8 heads with 1.77" exhaust valves, 100 cc's, "0" decked block for 9.3:1 static CR, Eagle 1.65:1 roller rockers, Edelbrock RPM manifold and Edelbrock 750 carb., 1.75" x 3.0" Hedman Headers, 2.5" flowmaster exhaust system with "H" pipe and Dynamax super turbo mufflers. 200-4R with a Continental converter, 3.07:1 12 Bolt Saf-T-Trac |
#158
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#159
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I was still getting plagued by belt squeal. The other day I was getting ready to drive away and started to hear a flip-flip-flip noise; opened the hood in time to see the belt come off and partially disintegrate. Mnnh.
I noted the tensioner pulley had a coating of rubber while the water pump was shiny. Idler faced the inside of the belt but did not have grooves. My guess is the grooves on the belt were squirming around the pulley, making noise. I replaced the tensioner pulley with a grooved unit. Will test when the bad weather passes. Used 38009 (76mm) pulley. 38008 is 70mm. I also cleaned off the tensioner pulley and used it as an idler as it was wider than the existing idler pulley. |
#160
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Hopefully that will take care of the issue and you can get on the road again.
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'65 Tempest 467 3650# 11.30@120.31 |
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