100% agreed here. One of my all time favorite builds

 

Little background on me. I'm more into the looks/form factor of engine compartment rather than just function/HP numbers.

I'm not a HP chaser, just someone who builds a car to drive but look like it can perform like one that can when parked with hood up...LOL

Let's leave it at that for now, so we don't clutter up this thread.

 

Sounds good. I thought you were asking for clearance issues. Nothing wrong with looking good lol. I'll work on the looks factor when I finally get this damn thing running.

 

Part of that is that I'm using LS1 style injectors, which are taller than LS2 style injectors. It would sit better with LS2 style injectors, but I didn't have the right connectors, so I kludged it

 

Thanks for explaining why the center section tube was sitting high,and for that matter the hold stock fuel rail setup.

I took the stock system off my engine, mounted it on one of Tony's stealth MSD manifolds. Attached a new GM engine harness, I borrowed from a friend so I could see what could be done to make a FuelRail cover that imitates looks of an Aftermarket set of rails except the Void center of manifold would look like the Right hand side of rail (RH Looking English style of designing, Rear to Front) was the way that rail was fed fuel.

That led to finding I could not rotate injector's wiring connector so it was hidden under rail looking down on it, because of the MSD's runner design.

Idea was to have more depth to rail, with grove milled out inside, so rail cover set down over them to hide the injector wiring in.

Hoped was to make John Q Public not see that it was a cover.

Took the mock-up'ed manifold over to Mooresville NC, today to have that Scanned to see how Fat the outside width Dummy Fuel Rail's AKA Cover will be, an if it's possible to machine cover so that it like it's the crossover tube.

Probably can't do that. Most likely have to cut tube off, plug holes, so we can machine a dummy cover feed to simulate tube to fill the void in Manifold. Then feed the RH rail from the back like Left one. No Tube across the Front of engine to do that. One piece cover.

Now I've done what I said we shouldn't, clutter up your thread with my Ego Trash of Looks over Performance reply....

By the way, just so you understand, I'm 74 years old. Living Proof That Males never change.

We start out "Young and Dumb" an us Lucky ones "Die Old and Stupid."

 

Lol....keep on tinkering

 

Man you never cease to amaze me. Certainly the baddest build sbe on tech

 

Thanks, Man!

It's officially done. i dropped the engine Sunday before the Super Bowl. Thanks to everyone who contributed via time on the phone, advice, encouragement, or even just followed the thread.

 

Looking forward to The Pontiacolypse dude!

 

RIP 346, it was awesome to see what you could do. I look forward to part 2 for sure.

 

Oh BOY. Can’t W8

 

Give jaik a fresh short block built for E85 and watch him crack 560-575

 

Yup....or a ls6 sbe

 

I suspect something........bigger.
Either way it will be another fun ride.

 

Max effort 4.8 would be cool

 

OR a 4.8 crank in a big bore block; rev to the moon!

 

454 lsx with a Mamo top end ? Lol

 

EllEssTree.

 

BTR Build!!!

 

Well, I got a chance to pull the motor apart. mainly just sharing info here. But I thought people might be interested in some of the findings. bottom line, i could tell something was "off", but I was struggling to really put my finger on it. Here's what I found, though...

* that crack in the rear cover area of the block I had epoxied over -- The repair seems to have held up nicely. I was not sure what to expect, but it looked like it did the day after i did the "repair" and it dried.

* Oil came pouring out of the crank snout when I took the balancer off. At least a cup of oil drained out. So at some point, I must have pierced the inner crank seal

* Number 3 and 4 main bearing cross bolts were loose. Not even hand tight.

* The two compression rings looked great, but the oil control rings were toast. I feel like the compression rings would have run far longer. The oil control rings were worn smooth - i.e. "even" with the skirt. So they were not controlling oil.

* The rod bearings were done. There were hot spots on all 8. #2 had spun slightly. It was off by about 15 degrees. The oil hole was partially, but not completely blocked by the bearing, so it was still getting oil. needless to say, that rod bearing was in the worst condition. There was no copper showing, however.

* The cam bearings could stand to be replaced, but they looked better than the rod bearings.

* The main bearings looked fine. i was quite surprised. They were far and away the bright spot of the teardown.

* The cylinder walls still had some cross-hatch to them. And some vertical scuffing, but nothing too deep. The ridge I expected to feel at the top of the cylinder was not there. i feel it could be honed out to 3.905 and would continue to run great.

* The crank looked great, cam looked great, pistons and rods also looked great. There were two eyebrows. One on piston 3, other on piston 4. You could see them through the layer of carbon on the piston, but could not feel them. Likely had a slight PTV during that last week or two of "IDGAF" after I had already decided to pull the motor.

Bottom line, with the severity of duty it saw from 105K when I bought it to 167K when I dropped it out, I think it held up quite well.

This thing is highly likely to see a hone, fresh bearings and rings, milder cam, and my daughter's 97 camaro.

So, I guess that's - The End

/Thread