Thanks to
D98GT for the water methanol injection kit!
Line locks shipped today.
Block is at the shop for line bore/hone. I'll hopefully know tomorrow if the block is true or not.
Heads will be dropped off at another shop tomorrow. New gasket set came with new valve stem seals.
The piston which was on the rod that let go hit the head and I went ahead and purchased new valves for that cylinder, and should know by the end of the week if the heads are okay. I'm expecting them to be fine. I think the intake valves were open when it hit, and just got bent a little bit. Exhaust valve looked okay, but I'll be replacing it anyways for the $20 peace of mind. Shaving the heads .020" so the front timing cover shouldn't be too far off.
Lito talked me into trying to get the methanol injection to go in *after* the supercharger, which, for a positive displacement s/c is less than easy. Anyone know of a nos plate for the Eaton M112? One that sits under it?
I haven't found one yet, so I'm planning on putting an engineering degree to work and "designing" one for a machine shop to make. Just have to find a shop who will do it. Thinking anodized (blue) aluminum at this point, in the same general shape as the gasket, with a hole tapped for the jet. The kit I purchased from
D98GT is the Devilsown Stage 1 (Universal, boost controlled), and once I get it, I should be able to figure out the thread pattern of the jet and go from there.
I bought 127650 Comp cams (stage 3 blower cams), which I know won't make for a smooth street car, but I got a good deal on them, so I'll give them a shot. Stay tuned: they may be up for sale soon! Haha. To go with them, 26125-24 Comp springs, and I will be removing the phasers and VCT solenoids and all VCT stuff, to go to phaser deletes and mechanical valve timing only.
Bought ARP side bolts, but they weren't what I had hoped for, so turned around and sold them ($12 loss.. bummer. Live and learn [to look up part numbers before purchasing something]).
Bought supercharger oil, which turns out, is really expensive. 12oz for $35
Here's a challenge I'm now facing, on which I'll take any input: Engine oil cooler I purchased is a different thread than the block/oil filter. As of now, the plan is to have the double-threaded piece (which goes into the block, then the oil filter normally goes onto the "other" side) replaced with a custom double-threaded piece: one side stock, to go into the block, and the other be the [slightly] smaller diameter thread for the cooler adapter. I think that will be okay, but then I still have to find the filter (and remember which it is for the rest of forever) which fits the OTHER end of the cooler. Now that I think about it, the description was "universal" threads, so maybe a Chevy 350 or something real common?? Long shot, but has anyone ever ran into a similar issue?
Ordered a TR-3650 with G Force gears from Promotionpowertrain in Florida. They advertise it as the "1000hp" transmission, and they rate it up to 900 ft-lb of torque and smooth shifting up to 7200 RPM, and especially with the WOTbox, it should shift pretty well (Umm... as well as notchy 3650
can shift...)
That'll do... I don't plan on being 900 ft lb any time soon, and 7200 is right on track I think.
At this point, I'm thinking 6-8 more weeks until completion. Not because I am taking that long, but by the time I wait on all these other things which are out of my hands, I could easily burn up 6 weeks. Shit, it's already been 7 since I blew it, and I haven't even started assembling the new one.
Time flies, but I sure miss my car.
All in due time....... BP
