6 Speed FD?
#52
Super Snuggles
Just curious if anyone's taken Bi-State Customs up on their bargain pricing that Eric quoted. I figure it'd be an especially good deal for someone with an automatic car that wanted to switch to a manual transmission.
Forte's wants $1,975 for a TKO, and then you'll need a bellhousing adapter, flywheel and clutch, driveline modifications, a new slave cylinder, a transmission brace and/or PPF modification, and a speedometer adapter... $2,000 installed is one hell of a deal.
$2,500 installed for a Viper T56 is even better. Most places just list the price for the transmission alone as "Call".
No one has called Bi-State and asked about this conversion yet? Well, why the hell not??
Forte's wants $1,975 for a TKO, and then you'll need a bellhousing adapter, flywheel and clutch, driveline modifications, a new slave cylinder, a transmission brace and/or PPF modification, and a speedometer adapter... $2,000 installed is one hell of a deal.
$2,500 installed for a Viper T56 is even better. Most places just list the price for the transmission alone as "Call".
No one has called Bi-State and asked about this conversion yet? Well, why the hell not??
#53
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Originally posted by jimlab
Just curious if anyone's taken Bi-State Customs up on their bargain pricing that Eric quoted. I figure it'd be an especially good deal for someone with an automatic car that wanted to switch to a manual transmission.
Forte's wants $1,975 for a TKO, and then you'll need a bellhousing adapter, flywheel and clutch, driveline modifications, a new slave cylinder, a transmission brace and/or PPF modification, and a speedometer adapter... $2,000 installed is one hell of a deal.
$2,500 installed for a Viper T56 is even better. Most places just list the price for the transmission alone as "Call".
No one has called Bi-State and asked about this conversion yet? Well, why the hell not??
Just curious if anyone's taken Bi-State Customs up on their bargain pricing that Eric quoted. I figure it'd be an especially good deal for someone with an automatic car that wanted to switch to a manual transmission.
Forte's wants $1,975 for a TKO, and then you'll need a bellhousing adapter, flywheel and clutch, driveline modifications, a new slave cylinder, a transmission brace and/or PPF modification, and a speedometer adapter... $2,000 installed is one hell of a deal.
$2,500 installed for a Viper T56 is even better. Most places just list the price for the transmission alone as "Call".
No one has called Bi-State and asked about this conversion yet? Well, why the hell not??
Ask for me,
Ron
618-234-0069
#54
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Originally posted by tbielobockie
The reason it blew is because these engines aren't strong enough to withstand boost and tolerate detonation. Boosted motors will experience detonation. Plain and simple.
The reason it blew is because these engines aren't strong enough to withstand boost and tolerate detonation. Boosted motors will experience detonation. Plain and simple.
You list your age as 18 and your job as a software consultant. You must having simply amazing intellect. In the short time that your age and preparation for your career must have alllowed for other things, you imply that you have done sufficient research on "boosted" rotaries to have the audacity to make "informed" comments about the strength of rotary engines in those applications.
Please continue to post your undereducated, misinformed, "in"credible, diatribes....You and your kind just make me laugh. Keep up the good work and by all means, never lose your unfounded sense of superiority!
Last edited by jeff48; 06-06-03 at 09:25 AM.
#55
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Originally posted by tbielobockie
I'm 34. I transposed 68 to 86 when I typed my profile. I have about 5 years experience with turboed rotaries. I've probably owned an RX-7 longer than most of the other people on this list.
I'm 34. I transposed 68 to 86 when I typed my profile. I have about 5 years experience with turboed rotaries. I've probably owned an RX-7 longer than most of the other people on this list.
Now, in your defense, that's not to say that people overboost and undertune turbo engines don't have trouble---they do--- but your presumption that the rotary is inherantly less able to withstand excesses is incorrect.
If you are interested in the results of overboost in piston engines, spend some time at a "tuner" shop where pistons, rings, valves and heads are changed as often as I change oil. You can also visit the Mustang boards where the mantra is. . . "if you drive a turbocharged mustang without a J&S Knock System installed you will be buying a rebuild soon! "
Are turbo engines exposed to more stress than N/A engines, of course they are. Are rotaries inherantly more susceptible to damage from boost than are piston engines, NO! they are not.
#56
Originally posted by tbielobockie
The reason it blew is because these engines aren't strong enough to withstand boost and tolerate detonation.
The reason it blew is because these engines aren't strong enough to withstand boost and tolerate detonation.
#57
Originally posted by Crackers
if you go to quaifeusa.com it is listed on there website
I have never heard of Trust selling it or Grex.
if you go to quaifeusa.com it is listed on there website
I have never heard of Trust selling it or Grex.
it is about 720,000yen about 6100USD as you can see the kit is really sweet. now only we can get a see-thourgh transmission housing , ahhah
#59
DGRR 2017 4/26-4/30, 2017
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Now the topic is completely off the subject of the 6 speed..
To add my 2 cents.. RX-7 is unique because of its engine.. Without the damn rotary engine.. we'll all be on some piston engine forum.. If I wanted reliable, high power, high torque, super charged or turbo charged V8 or V12, i would of bought a American, Japanese, European sports car.. Not buy an FD and put LS1 in it.. why go thru all the trouble to put RX7 body on a covette.. Some say they look pretty much the same... My 2 cents..
To add my 2 cents.. RX-7 is unique because of its engine.. Without the damn rotary engine.. we'll all be on some piston engine forum.. If I wanted reliable, high power, high torque, super charged or turbo charged V8 or V12, i would of bought a American, Japanese, European sports car.. Not buy an FD and put LS1 in it.. why go thru all the trouble to put RX7 body on a covette.. Some say they look pretty much the same... My 2 cents..
#61
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Originally posted by tbielobockie
Personal experience with the LS1 (when I hooked up the O2s wrong) and with my old turbo DSM show me that a piston engine can withstand at least an order of mag more detonation before failure than a rotary.
I detonated the hell out of my DSM a few times and the LS1 as well. No damage. I detonated my rotary once and lost an apex seal.
Personal experience with the LS1 (when I hooked up the O2s wrong) and with my old turbo DSM show me that a piston engine can withstand at least an order of mag more detonation before failure than a rotary.
I detonated the hell out of my DSM a few times and the LS1 as well. No damage. I detonated my rotary once and lost an apex seal.
Pure good luck with the DSM, pure bad luck with the rotary. The anecdotal evidence I provided earlier in reference to piston engines and tuner shops are ALL cases of DSMs that went boom. BTW, I love DSM cars, each of my 4 daughters had one of the TELs. Great cars and engines until they are turbo abused------Just like a rotary.
I have said my piece and retire from this discussion.
#63
Originally posted by tbielobockie
[B]Yeah if you say that over and over again enough it might come true. Or at least you will start believing it.
[B]Yeah if you say that over and over again enough it might come true. Or at least you will start believing it.
Plain and simple, piston motors, particularly piston motors that were designed with turbocharging in mind withstand detonation better than rotarys. Not just a little better, a whole lot better.
If you go the forced induction route you have to assume that you will be subject to detonation at some point. It's just part of the game. If it can't as in the case of the turbo rotary you have a half *** solution at best.
Why do you think there are 3 "I blew my motor" posts a week on this forum?
You guys kinda remind me of the "flat earth people."
Last edited by Shinobi-X; 06-06-03 at 02:52 PM.
#65
Originally posted by tbielobockie
It just doesn't make any sense to me to put forced induction on an engine that will destroy itself if it pings.
It just doesn't make any sense to me to put forced induction on an engine that will destroy itself if it pings.
There are just so many variables that you can't control that can cause a lean condition or overboost and destroy your engine in an instant. Fuel tank slosh if it's low, boost controller problem, hose off, 2 speed fuel pump relay problem, computer getting confused... a thousand things. If you are running right on the edge of detonation (e.g. good tuning) with no margin of safety you're screwed. That doesn't make any sense to me.
Like I said before I screwed up the O2 sensor grounds on my LS1 and the thing pinged for on and off for about 10 minutes on the way home. No damage at all. Hell my dad had a Chevy van that pinged going up every hill the thing lasted for years until road salt finally took the body out. That to me is a robust design. This one ping and your DOA I have no respect for.
This is probably a personality difference, but I don't like messing with stuff that is really tempermental. I like stuff that works without hassling me.
I don't think the 3rd gen implementation of the rotary concept was very well thought out. It's almost like they were on a quest to not make the best possible solution, but to come up with the most complicated possible solution?
It reminded me a lot of the design of the FD powerplant vs American style displacement. That got me thinking that maybe the complicated design sillyness is cultural.
I see your point, but in all honesty, these two do have some differences. The main one being, you can make a well working rotary engine, that does what it's supposed to when you need it to- the knowledge, and capabilities are there. As far as American design, and Japanese being related to culture, I agree. I feel though, that American culture is obsessed with 'big', and 'powerful' qualities. However, in Japanese culture, 'big' is not always better, and other more efficient methods must be sought out. For example, look at how many American big displacement engines fail to meet the efficiency of a high Hp/L ratio that smaller Japanese engines do. To American tuners, that is unimportant because it is often not applied to engines capable of putting out the 'big' power (mostly due to torque figures as a result of large displacement engines), they want. Smaller Japanese engines really push for this type of efficiency, and have evolved at far greater rates than most of the pushrod powered engines have that we still use today. Granted, if the engine works, why fix it? Sheer size/power (American way) does win out in the end, but it does have it's drawbacks. If they adopted a greater portion of the Japanese approach to engine design (along with funding the money ), we would see 10x the better engine that we do today. Simply put though, America is hardly the group of risk takers, which is why Ford really didn't want to back the development of the rotary for the longest while...but now look at what Mazda has accomplished with the Renesis. In terms of ideas, and drive, the Americans have a lot of catching up to do. Might is not always right (or better).
--"The piston engine is an imperfect machine, built to 'perfection'. The rotary engine is an exotic machine, wich lavishes in obscurity."--
#66
Originally posted by ZoomZoom
Its kinda like the Space shuttle. Its very advanced and is a sweet *** ride but sometimes it blows up.
Its kinda like the Space shuttle. Its very advanced and is a sweet *** ride but sometimes it blows up.
#67
Eats, Sleeps, Dreams Rotary
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Here you go
Chuck Huang
Chuck Huang
Originally posted by SomeGuy_sg
There is a 6 spd conversion from Trust/GREX . it is called power system.
it is about 720,000yen about 6100USD as you can see the kit is really sweet. now only we can get a see-thourgh transmission housing , ahhah
There is a 6 spd conversion from Trust/GREX . it is called power system.
it is about 720,000yen about 6100USD as you can see the kit is really sweet. now only we can get a see-thourgh transmission housing , ahhah
#68
Originally posted by tbielobockie
As you might have expected... I disagree. The point that you miss is that there are some very real advantages to the pushrod design. The problem is that everyone that just loves the DOHC high specific output motors looks simply and one dimensionally at specific output and totally ignores package size, weight, parts count, manufacturing expense and maybe most importantly torque. If you want an example of an advanced pushrod type engine beating the best and brightest of the DOHC camp just compare the DOHC BMW M3 engine to the Corvette Z06. The complexities of the 8000rpm BMW kept the M3 out of production for 6 months due to manufacturing problems with the powerplant. It requires special oil. It makes less power than the GM LS6. Less torque than the LS6. Less reliable than the LS6. It's more expensive than the LS6. Also compare to the latest 911 Turbo powerplant... LS6 makes the same power at the 911 powerplant however it has better throttle reponse, a better more usable torque curve and it's smaller and lighter and less complicated than the 911 powerplant. BMW and Porsche have a higher specific output, but when you add in all of the other factors push rods win.
As you might have expected... I disagree. The point that you miss is that there are some very real advantages to the pushrod design. The problem is that everyone that just loves the DOHC high specific output motors looks simply and one dimensionally at specific output and totally ignores package size, weight, parts count, manufacturing expense and maybe most importantly torque. If you want an example of an advanced pushrod type engine beating the best and brightest of the DOHC camp just compare the DOHC BMW M3 engine to the Corvette Z06. The complexities of the 8000rpm BMW kept the M3 out of production for 6 months due to manufacturing problems with the powerplant. It requires special oil. It makes less power than the GM LS6. Less torque than the LS6. Less reliable than the LS6. It's more expensive than the LS6. Also compare to the latest 911 Turbo powerplant... LS6 makes the same power at the 911 powerplant however it has better throttle reponse, a better more usable torque curve and it's smaller and lighter and less complicated than the 911 powerplant. BMW and Porsche have a higher specific output, but when you add in all of the other factors push rods win.
#70
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this thread is the funniest damn thread in weeks!
there has been great info mixed in with pure horseshite for entertainment. I look forward to seeing someone with a six speed in their third gen. I WANT ONE.
tbie making a fool of himself as usual..YEE HAW good buddy!! hows life down at the boars nest?? say hello to uncle jessie for me ya hear!!
HERE is a thread from one of the guys who championed the idea of going with a v8 over a rotary. Some truth to the situation has finally come out. this isnt a knock on the quality of a well done v8 conversion which i actually think is cool..but it is a knock against the bullshitting shops that make it out to be so easy. as jimlab found out..its a huge undertaking if you want it done right. it aint just plug and play like the shops would have you believe. their claims of less headaches is exactly as I expected.
https://www.rx7club.com/forum/showth...hreadid=194200
here are some of his reasons for ditching his v8 project.
Im done with the off topic posting...sorry for the diversion from the thread at hand.
there has been great info mixed in with pure horseshite for entertainment. I look forward to seeing someone with a six speed in their third gen. I WANT ONE.
tbie making a fool of himself as usual..YEE HAW good buddy!! hows life down at the boars nest?? say hello to uncle jessie for me ya hear!!
HERE is a thread from one of the guys who championed the idea of going with a v8 over a rotary. Some truth to the situation has finally come out. this isnt a knock on the quality of a well done v8 conversion which i actually think is cool..but it is a knock against the bullshitting shops that make it out to be so easy. as jimlab found out..its a huge undertaking if you want it done right. it aint just plug and play like the shops would have you believe. their claims of less headaches is exactly as I expected.
https://www.rx7club.com/forum/showth...hreadid=194200
here are some of his reasons for ditching his v8 project.
Originally posted by twint78
[B]im sticking the engine in my 73 chev nova.
well one reason i want to take it out is the 700r4 transmission.it seriously sucks.keeps blowing gaskets.
two wiring is multiplied with adding an engine that is not set up for the speedo and tach.all the rewiring and gadgetry.
three.its alot of damn crank to throw around.
anytime u want to modify u have to pull the engine.damn near close to it.
five.its alot more weight to slug around a corner.
six.the twisting force of the engine is ***.
seven.i miss turbos.
eight.i miss 9k rpms
nine.there is alot of products u cannot use for the chassis once u have the v8 cuz the whole drivetrain takes up too much room.
ten.i make alot more money know than 6 months ago.so i can spend a 1000 for rebuild supplies and rebuild it myself.instead of hocking everything to do the v8 swap.
[B]im sticking the engine in my 73 chev nova.
well one reason i want to take it out is the 700r4 transmission.it seriously sucks.keeps blowing gaskets.
two wiring is multiplied with adding an engine that is not set up for the speedo and tach.all the rewiring and gadgetry.
three.its alot of damn crank to throw around.
anytime u want to modify u have to pull the engine.damn near close to it.
five.its alot more weight to slug around a corner.
six.the twisting force of the engine is ***.
seven.i miss turbos.
eight.i miss 9k rpms
nine.there is alot of products u cannot use for the chassis once u have the v8 cuz the whole drivetrain takes up too much room.
ten.i make alot more money know than 6 months ago.so i can spend a 1000 for rebuild supplies and rebuild it myself.instead of hocking everything to do the v8 swap.
Last edited by artguy; 06-09-03 at 02:07 PM.
#71
Super Snuggles
Originally posted by artguy
HERE is a thread from one of the guys who championed the idea of going with a v8 over a rotary. Some truth to the situation has finally come out. this isnt a knock on the quality of a well done v8 conversion which i actually think is cool..but it is a knock against the bullshitting shops that make it out to be so easy. as jimlab found out..its a huge undertaking if you want it done right. it aint just plug and play like the shops would have you believe. their claims of less headaches is exactly as I expected.
[url]https://www.rx7club.com/forum/showthread.php?s=&threadid=194200[/ur]
HERE is a thread from one of the guys who championed the idea of going with a v8 over a rotary. Some truth to the situation has finally come out. this isnt a knock on the quality of a well done v8 conversion which i actually think is cool..but it is a knock against the bullshitting shops that make it out to be so easy. as jimlab found out..its a huge undertaking if you want it done right. it aint just plug and play like the shops would have you believe. their claims of less headaches is exactly as I expected.
[url]https://www.rx7club.com/forum/showthread.php?s=&threadid=194200[/ur]
The reason he doesn't like his swap is that, despite his claims of x RWHP, he used a bone-stock LT1 (275 horsepower when it was brand new) and an automatic transmission because that's all he could afford. No wonder he's not happy with it. Not much power and a 180+ lb. slushbox soaking up a considerable amount of it makes Jack a dull boy. When all was said and done, I'd be surprised if he had 220-230 to the wheels. It was a step backward, and obviously, he didn't have the money to upgrade the engine.
I won't go into depth about his problems with his conversion, but suffice it to say that based on the number and content of his posts on torquecentral.com, he had a lot of problems based on his lack of knowledge.
A conversion is not a walk in the park, but it's by no means something that's outside the skill level of someone handy with tools and who can read a wiring diagram properly. TwinT78 repeatedly claimed to have the wiring schematics (shop manual), but his questions proved over and over again that that was not the case. Of course he's going to have problems.
And for the last time... don't make the mistake of thinking my project is even remotely indicative of the difficulty of the average conversion. I'm totally rebuilding my car, short of the sheet metal, and that takes time. There's very little on the car that hasn't been touched, including the entire braking system, front and rear suspensions, all the wiring, engine, transmission, differential, you name it. And I had the entire car painted while I was at it. This was no small project, and isn't at all comparable to someone dropping a completely stock engine and transmission into their car and bolting and wiring it up.
#72
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well jim, your are half correct. i could care less what you say i have the whole shop manual.i spent well over a hundred bucks at mazda for it. another thing is i went with grants lt1 to mazda conversion chart which didnt come out so well.so i bypassed alot of crap.it worked.i got it up and running.then i took it to a shop and had them redo and go over everything.as far as aligning,eletrical,transmission,suspension,bolt torque specs,plumbing, securing.the transmission blew again. i took it to another shop ,they redid the tranmission and it then blew the front gasket by the torque converter.so ive spent alot more money along the way.i didnt spend *** loads up front though, thats all.
And who says i dont have money to upgrade it now?
i can now take and have the heads ported and polished, a cam, and little bits and pieces here and there.but its not what im lookin for jim.
my lack of knowledge was overturned to a shop.and guess what im still not happy with it.
i have never claimed this x-amount of hp.i have always said.i have a stock engine with 3 inch exhuast and open air intake and dogass tranmission behind it.and yes jim i was driving my car every day.and it was fun burning the ppl in it.but it is not what im looking for.
i rode in a 2nd gen t2 the other day.only about 260 hp and i missed every bit of that turbo rotary.
and i saying i cant afford **** is a little off. lets see im not a multi millionaire. but i spent 15k in upgrades in less than 4-5 months as soons as i bought the car. then the rotary blew.i spent 7k up front to get it running.then have spent another 3k in the past few months to get perfect.
my modlist for the roundabout 15k.
hks twin intakes i used for a week-350
turbo timer and harness-120
boost controller-110
power fc-1200
exhuast midpipe-120
catback-450
t78 turbo-1000
t78 turbo with kit- 3400
intercooler-1000
blow off valve 200
rims and tires-2300
stereo-400
fuel pump-what is it 250?cant remember
rail and injectors-350?not sure
tuning-250
fuel regulator-180
total is:13,300
this is not adding various labor costs at mazda and shipping charges.
im sorry jim i used to like you ,but it seems all you can do is badmouth ppl that are not named jimlab.
and the reason i didnt do the 20b project is cause i wanted my car right away and couldnt live with out it and i knew it would cost close to 50k for what i wanted to do. so i didnt want to lose it for a yr.but now ive grown out of that stage.and the car will start getting rebuilt here in awhile.it will take a few yrs.
but at least i can stick with the hardships of a project and know to expect these things. instead of being a crybaby about everytime a bolt comes loose and want to quit.waa waa i got to go drink.im finally realizing i wasted all this money on power i cant even use on the street.i built a drag motor that wont be used for that.and jim it was fun being able to drive my v8 3 months later.and then decide i dont like it and go back to a rotary engine 8 months later.oh and thanx for the worthless cradle you and grant designed.but it will work like a charm for lowering and pushing my two rotor back.
its pretty bad when you hafta fabricate mounts for a fabricated cradle,instead of just doing right the first time around. y'know like brian hinson did, just took that extra hour to get it right the first time.
And who says i dont have money to upgrade it now?
i can now take and have the heads ported and polished, a cam, and little bits and pieces here and there.but its not what im lookin for jim.
my lack of knowledge was overturned to a shop.and guess what im still not happy with it.
i have never claimed this x-amount of hp.i have always said.i have a stock engine with 3 inch exhuast and open air intake and dogass tranmission behind it.and yes jim i was driving my car every day.and it was fun burning the ppl in it.but it is not what im looking for.
i rode in a 2nd gen t2 the other day.only about 260 hp and i missed every bit of that turbo rotary.
and i saying i cant afford **** is a little off. lets see im not a multi millionaire. but i spent 15k in upgrades in less than 4-5 months as soons as i bought the car. then the rotary blew.i spent 7k up front to get it running.then have spent another 3k in the past few months to get perfect.
my modlist for the roundabout 15k.
hks twin intakes i used for a week-350
turbo timer and harness-120
boost controller-110
power fc-1200
exhuast midpipe-120
catback-450
t78 turbo-1000
t78 turbo with kit- 3400
intercooler-1000
blow off valve 200
rims and tires-2300
stereo-400
fuel pump-what is it 250?cant remember
rail and injectors-350?not sure
tuning-250
fuel regulator-180
total is:13,300
this is not adding various labor costs at mazda and shipping charges.
im sorry jim i used to like you ,but it seems all you can do is badmouth ppl that are not named jimlab.
and the reason i didnt do the 20b project is cause i wanted my car right away and couldnt live with out it and i knew it would cost close to 50k for what i wanted to do. so i didnt want to lose it for a yr.but now ive grown out of that stage.and the car will start getting rebuilt here in awhile.it will take a few yrs.
but at least i can stick with the hardships of a project and know to expect these things. instead of being a crybaby about everytime a bolt comes loose and want to quit.waa waa i got to go drink.im finally realizing i wasted all this money on power i cant even use on the street.i built a drag motor that wont be used for that.and jim it was fun being able to drive my v8 3 months later.and then decide i dont like it and go back to a rotary engine 8 months later.oh and thanx for the worthless cradle you and grant designed.but it will work like a charm for lowering and pushing my two rotor back.
its pretty bad when you hafta fabricate mounts for a fabricated cradle,instead of just doing right the first time around. y'know like brian hinson did, just took that extra hour to get it right the first time.
#73
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It continues to digress.
As I read this thread it occured to me (back to the topic at hand) that if you did a heavier engine swap i.e. 20b or a v-8
it would throw off the weight balance of the car and maybe that difference could be off-set by installing a rear mount T-56, like in the C5's. It would be alot of work, but not that much more compared to an engine swap. Just an idea.
As I read this thread it occured to me (back to the topic at hand) that if you did a heavier engine swap i.e. 20b or a v-8
it would throw off the weight balance of the car and maybe that difference could be off-set by installing a rear mount T-56, like in the C5's. It would be alot of work, but not that much more compared to an engine swap. Just an idea.
#75
Super Snuggles
Originally posted by twint78
but at least i can stick with the hardships of a project and know to expect these things. instead of being a crybaby about everytime a bolt comes loose and want to quit.waa waa i got to go drink.im finally realizing i wasted all this money on power i cant even use on the street.i built a drag motor that wont be used for that.and jim it was fun being able to drive my v8 3 months later.and then decide i dont like it and go back to a rotary engine 8 months later.
but at least i can stick with the hardships of a project and know to expect these things. instead of being a crybaby about everytime a bolt comes loose and want to quit.waa waa i got to go drink.im finally realizing i wasted all this money on power i cant even use on the street.i built a drag motor that wont be used for that.and jim it was fun being able to drive my v8 3 months later.and then decide i dont like it and go back to a rotary engine 8 months later.
It took 3 months to drop in a completely stock engine and transmission with no upgrades or tuning required?!? I think you should be more embarrassed by the time it took to finish your completely pedestrian swap than I should be about mine taking so long. Try having a custom crankshaft cut some time... it'll take longer than 3 months, guaranteed.
oh and thanx for the worthless cradle you and grant designed.but it will work like a charm for lowering and pushing my two rotor back.
its pretty bad when you hafta fabricate mounts for a fabricated cradle,instead of just doing right the first time around. y'know like brian hinson did, just took that extra hour to get it right the first time.
its pretty bad when you hafta fabricate mounts for a fabricated cradle,instead of just doing right the first time around. y'know like brian hinson did, just took that extra hour to get it right the first time.
But if you're such an expert, then why didn't you build your own? "y'know like brian hinson did." (Lane Culver built Brian's engine cradle, and continues to build the "Hinson Supercars" LS1 cradles, BTW) It was my understanding that you bought your Granny's cradle from Brian after he found out that Grant's LS1 kit didn't work for ****. What part of that issue led you to believe that you were getting a 100% perfect cradle in the deal?!?
To be perfectly accurate, it's unfortunate that Bill Hagen didn't speak up about his problems with Grant's cradle two years ago which would have saved a lot of people issues, both of us included.