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  1. You basically use anything you want on the FWD motor as it is on the rear drive. Except if you want to change the camshaft for example you'll have to use the rocker arm studs and nuts from the GEN1 style motors that you've mentioned. The valve train has to be in proper adjustment to get the most power from the cam you pick and that allows you to get it right. You can also use a few parts from the 3100 that can help you out. Also you can change the cam with the engine int he car, theres a technique on how to do it. If you need anymore help or ideas you can e mail or PM me.
  2. YOU MIGHT WANT TO LOCK THIS YUCKY THREAD!!!! BUT BRITNEY WANTS TO UNLOCK HER BRA!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
  3. 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502 502(8.1L) RAM JET PFI Rules! A HE A HE YEAH! !!!!!!!!!!! Now who's gots the freaken cashola for that??????????????
  4. I got a spare Aux Trans Cooler kit for the 3.4 with the lines. I also have an engine oil cooler too. Anyone intrested I'd like to sell them off.
  5. gpse3200

    it's official!

    It's nice that you two are making plans without telling me!!! I"M GONNA PAINT ALL YOUR CARS BRIGHT RED! Taylor's car? Yeah I borrow it all the time! I take it for jumps over the Serivce road and I do top speed runs down the Big O(Ocean Parkway) while he's snoring. I hear the Big Bad Pete takes it out for top speed runs like he used to do back in the 60's!!!!!!!!!!!!!!! Better call Bob Ross' son to help!!!!! It's not midnight blue.......Its MayaDoga Blue.
  6. Gabriels give a rather harsh ride and they are noisy. Also when they hit a series of bumps it feels like they've crapped out all of a sudden...AC Delco Reactek, Monroe Reflex and the KYB's are much better alternatives I know for sure that the AC Delco and the Monroe are self adjusting but remaining moderatley stiff under cruise, KYB's I belive are stiff through out. If you want something thats roughly in the middle, the Monroe Sensatracs are excellent. Anything less than the Sensatracs and you aren't getting alot....
  7. I belive I now remember what they did to the turbo motor......most of it was FORGED almost completely and was heavy as if it couldn't get any heavier....Like I said..if I were to go with this wacky design I'd be pumping the Turbo engine because even though it is not as strong as other simliarly powered engines, but at least most of its parts were forged and that took care of the the reliability issues at higher power with the GN.
  8. Whatever...this has to be 3 things, this too hard a subject to grasp, or no one is reading this and the last thread all the way through, or maybe just nobody wants to hear it. Most of this stuff applies to the regular motors and the difference was that significant...I only went to 6 years of school for this shit, but what the hell do I know...........I give up.
  9. Ok. That 3800 crank is split pin. You all want to know why. Well since that motor came from V8 it didn't fire smoothly, big soft mushy motor mounts were used but it wasn't enough. The original crank used to look like the SB Chevy crank which isn't split pin in the slightest. To make the 3.8 fire evenly they had to splay the rod journal or pins as it were. THAT CREATES A WEAKER CRANK known as the EVEN FIRE. The ODD FIRE wouldv'e been stronger but was susceptible to the rough and wako IGN timing. The 60 Deg V6 has indivdual rod journals, not connected to each other. What separates those journals is either a counter weight, reluctor, or on the IRON headed motor just your ususal connection point between throws like an SB chevy crank. In fact the 60 deg v6's journals, rod and main are about as big if not the metric size as an SB Chevy, so thats durabilty right there. The pins on the 3800 are not separated for the most part by those listed. LOOK AT THE 3.8 CRANK! THE JOURNALS ARE NOT SEPARATED, ALL YOU SEE IS A FLANGE FOR THE CONNECTING ROD AND THAT IS MADE ONLY DUE TO THE SHEARING OF THE THROWS(flyingweb)! THE 60 DEG HAS INDIVIDUAL THROWS FOR EVERY ROD! THE V8 SHARES ROD JOURNALS BUT THE THOWS AREN'T SEPARATED!! Also don't confuse the main bearing journals either. The throws on the 3800 are initally one together like a V8, but when the crank is made in the casting process they shear the throws to get that split pin setup all because this particular 90 deg v6 is based off a v8 and for a more normal firing, you can't just use a chopped crank, you have to split it. With that creates a weakness and alignment issues, god forbid if a rod becomes off center for a hot instant, either through bearing wear, hot rodding or whatever, you can say goodbye to that bottom end. With this setup there is absolutely no tolerance for misalignment esspcially at cylinders #1 and 2, that long front snount doesn't help that situation. The 4.3 is split the same way, but they didn't splay the pins as much to be a true even fire, thus Chevy's crank is a lot stronger. Instead they took a balance between vibration and reliablilty and they got a strong, similarly smooth motor all by knocking out cylinders #3 and #6 making 62% less vibration than your 3 pin odd fire 90 deg v6. I'd love to see that motor in a car with vortec v8 style heads. I don't know what GM did to the turbo 3.8 motor But I'll trust that one much more than the others. I'm sure GM went to great measures to make that motor strong enough to handle all that forced induction. But even with the even fire crank, the motions are still not soft enough, thus the balance shaft is used. All of this just to clear the air:)
  10. It all depends on what quality of work you get done and as to what sound you really like....first off considering displacement, theres no need for a 3 inch exhaust on anyone of these cars and you'll lose hp and gain more racket. 2.5 is as far as I'd go. I think that the 2.25 stock is nice, thats if your motor is signifcanlty, outright thowing out so much more exhaust. I like the converter myself because the ones today, even the ones from GM are not that restrictive if at all, and they truley save the atmopshere. Since the early 80's, the freeflow monolithic design was introduced. GM's catalyst acts as a kind of resonator, partially the reason its so big, either that or its to make sure that the exhaust is being completely converted...The newer style replacement catalysts are small and use that monolithic free flowing design, and they are pretty much the same thing through out. No matter what the manufacturer is that you get it from its, usually, Maremont or Walker that makes them, esspecially since they are OE. Using these will make the car louder, while still picking up some resonances but not as much as the GM unit. As far as mufflers, I personally don't like the sounds of magneflow, because it makes the engine loose its sound character completely...kinda turns it into a mitsushitsy. Borla...I never hard it on a GM V6 so I don't know..But I do know they are too much. Flowmasters, I think from inside the car they sound great. Outside depends on who does the welding, also you need to get the propersize. As far as them working, I loved them and they did what they were supposed to do. What I'd recommend is either keep the stock converter and remove the resonator, or for the most sound get the smaller catalyst from any parts store and use the stock resonator this is if you are going to go with a flowmaster. With a flowmaster on these motors, infact with any exhaust unless the engine just doesn't make those high frequency sounds, you'd kinda want something before it to cancel some of the high frequency sounds(converter or resonator). But on my car, I didn't have to worry toomuch about the sound quality, I guess it's because my motor was so different. I have the small catalyst(walker), 2.25 main pipe to the 2inch y, and 2 2inch 40 series flowmasters. The car is only a hair louder than stock and it had a very nice controlled tone, and the gain in HP was just specatular for my application. I still love the stock sound, but it was too restrictive for what I had.
  11. Theres already a huge thread where I get into detail about it. I'd rather not retype it again. The loss is only related to engines that use a high speed intake setup(bias towards torque) which is long and rather thinner runners relative to the engine size(305 TPI ie) or small head ports, and valves, short runners (3800 ie). The 3100 hasn't been tested yet but in a month or so I plan to do it. The 3100 has a lean toward quantity but its still has the long runners. GM used a newer box that is more in promotion of HP than torque, maybe thats why it not as strong on the bottom as a healthy 2.8/3.1. I'm gonig to test all that out soon... It's like nobody want to hear the truth or take the challenge on this, either that or this concept is just too hard to grasp..... Not everything works the same way for every motor.
  12. Well I attempted to give at least a ball park figure. I have my timeslips around but I relly don't have the pateince to look for it. Eitherway I was absoultely astonished. The difference is that noticeable enough that you'd feel it to be sure. Whatever minute HP you'd gain, if gained at all on the 2.8/3.1 won't add up to the shear and just outright loss in overall response and overall engine torque. Like I've said before on another post...try it and compare. As for the snorkle, it doesn't spiral the air it just directes it and speeds it up. The cone is a fashion when it comes to these motors as it was stated earlier.
  13. Well I've went down the track about 4 or 5 years ago and for sure and it didn't work on the 2.8, time was lost. And I lost time with the 3.2, the numbers showed a difference favoring the box, even the "ass dyno test" on the way home felt good too. From what I can recall I lost .5 or more(not too sure) on my 1/4 mile with the 3.2 that was over a year ago.... With that 1/4 time that was alot of power lost to be sure. With forced induction it doesn't really matter how the air is filtered just as long as you get your cold air(intercooler and or outside routing) to prevent some detonation. The computer is going make sure that the MAP doesn't get too high anyways. With an engine that breaths much better on top end, I'd go as far as to say nothing, no filter, would be the best thing, so I've seen.
  14. One thing that makes the flowmaster sound contained is getting one the right size for the pipe and making sure there are no leaks. For some reason my particular engine(not stock) sounded great with the flowmasters on not to mention the extra power that was gained in my case. Very contained...But to me personally nothing sounds better than the GM muffler, it just would be nice if it had a specific path instead of migrating though those tubes.
  15. They sounded fine on my 3.2. Then again the engine wasn't throwing out the same sounds as the stock motor....The sound was very controlled with exceptional boat noises(yes these GM V6's for th most part sounds like outboards), I also gained a good amount of power considering what I used to have working with the new equipment. My car didn't sound like your typical 40 series Flow GM V6.
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