Search results for query: *

id be really really careful using that holley preloaded timing. lots of engine get hurt by it. just an fyi.

block isnt an issue till around 1800hp ish and depending on crank stroke can raise or lower that number. my biggest issue is cam gear. that needs addressed before anything block related is. by my fuel usage logs ive seen 1900hpish with bge block n head castings. both held up fine. however i...

aeicnc.com makes this mount for a denso alt. ive ram it for over 2yrs no issues with it at all. motor plate has zero effect for alignment or moving pulley alignment.

the termi harness will NOT work on a dominator. tbe dominator and hp use the same harness other than the i/o's. as the hp only has 4 inputs and 4 outputs. the dominator has 20 i/o's so much more wiring there. terminator harness is different than the hp/dominator.

it took me about 45 minutes to an hour to swap main harness in my 67. holley hp efi. i had to change a few connectors for non mopar parts on my car but this was included in that time frame. harness is like 500 bucks complete. i had 3 at one time and down to one on car and spare ive buchered...

very vwry few have solid roller g3 hemis. probably to count on 1 hand even globally.

you will have to read up on the guys that did early abody swaps. there are a few of them in the build section to read through. i did a 67 so not an early abody

would you consider motor and midplate stuff easier than bolt in stuff? cuz non of the bolt in stuff existed when i did mine. just saying it wasnt spectacularly exciting to do it from a cost or fabwork point of view.

yup same friend. its a sweet build and hope he gets it working good.

is that shanes(thing its his name?) car that now runs as of a few weeks ago? im friends with him on fb

use truck logs. flip sides and drill center 4 exhaust bolts to clamp said logs down. then fab from there. i run twins behind my grill using said method above

you realize that is after bdc right? which means nothing about compression building. that is allowing last bit of exhaust cylinder debris to exit. for clean intake stroke atdc. also makes it easier for piston to travel across crank throw without stalling engime with compression before it...

you aint the only one either. i figured 10-12 max. about to switch to gas and probably get even better. maybe 20-23mpg?

i get around 18mpg on e85 and have 1k+hp. holley efi controlling the fuel/ignition

iac at idle should be about 5% open according to holley

wow you run the same timing or similar as i do being turboed. what is done to your heads, anything? softened chamber maybe? each ecu may be resistance indifferent as the last ecu you used. resistance casued by mulyiple things such as wiring length, resistor sizes, board curcuit load...

the issues that will absolutely need addressed is... steering column, pass side inner fender for header and valve cover bolts(its tight), alternator clearences oil pan clearence and leakage from pan carefully installed before dropped into car, transmission mount, starter placement and clearence...

i didnt mod my firewall beside the charge pipe going threw it to my innercooler. i dont have the hc blower on it i run twins. i did open my trans tunnel up to fit an sfi reid 2pc proglide however.

by the time it needs sleeved and machine work. you can nearly buy a new bge block ready to assemble wiyh your shory block.

5/16s thst threads into my rear end housing 3rd member. its a spare i have if the other ever fails.

my 411in stroker still has 6.25in rods in it. 4.095x3.90. i do however have twins on it. the rod length is more for cylinder wear longevity at high cylinder loads. after a year of running i had to replace head gaskets(30+psi oops). cylinders looks perfectly new as when assembled. i can not...

i have aluminum hubs so i am able to use the bolts from hub to rotor disk. along with a hall effect sensor. dont use a vr sensor they are not as acurate and subject to all sorts of interference. need shielding wiring for them as well. hall effect isnt as sensitive to electrical scatter...

ev1 are older style bosch and ev6 is newer style. id wait to see which plug they are before ordering.

my stock 6.4s bge tested on a 4.030 bore flow bench not a 4.09 bore flow bench. better valves improved these numbers a bit.

they do NOT out flow 6.4 heads. they claim 50cfm+ but thats compared to an early 5.7 head. you csn tell by the giant *** cumbustion chambers. as esrly 5.7 had the largest deepest chambers. they flow about the exact same as my 6.4 bge heads unported. thiteks for win anyways my 6.4 bge...

i just ordered that 6.1 crank sensor for my 6.4. 5149009ad sensor. fing hundred bucks...i hope its worth it.

i replaced everything as well. main harness, sensors repeatedly, coils, plugs and wires...still got the exact same issues after all said and done. chased this **** for a year now. finally know what it is has been a giant stress releif for sure.

holy hell, how did you figure out the wires was backwards? and is that a holley defect that should be warranted i suspect.

this is what i had been fighting with a poorly manufactured trivger wheel. not holley or crank manufacturers fault. ut the company that machined the trigger wheels. several year spread of an issue with this. P0339 - Intermittent Crank Sensor Error - Not What You Would Think

are you looking for an old school look? or just to remove one spark plug per cylinder cuz it looks retarded? dual plugs is more efficient and requires less timing. i run dual plug wires and remote mounted new style coils. i am considering removing half the plugsand running more timing to...