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1991 Turbo LS Camaro, drive around the block
Well here it is, tuned for low boost for now. Taking a cruise around the neighborhood!
Video is stabilized so it may look a little funky on Youtube.
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Finished the 5″ downpipe, new water pump
Not much in the way of accomplishments, but I did get a new waterpump for my LQ4 engine. Its for a C6 Vette which will give me more room infront of the engine and lines up with my Dirty Dingo alt bracket. Had some time to finish the 5″ downpipe from my s475 turbo. Should look good for a street car 😉
On the pie cuts, they are pretty clean thanks to my Evolution Rage2 metal blade chop saw.
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Modifying manifolds for the turbo kit
Picked up a Hobart Handler 210MVP welder and decided to put my welding lessons to use. My truck manifolds had 2 cracks in them and a hole that I accidentally created when cleaning up bosses. So I welded up the hole, blended it in and then fixed the 2 cracks. I’ll blend those in also and add v-bands to them. Then I picked up a set of JBA shorty headers, cut off the flanges and welded some v-band flanges on them. Most likely I’ll use the JBA headers but I figured I’d modify both just for the heck of it. In a few weeks I’ll start on turbo placement in the Camaro and fabbing up the piping. Plenty of pics to come!
This is the truck manifold welded and blended. The second pic on the right is the headers (need to add more weld and blend it that way it looks better), then the finished truck manifolds with v-bands.
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Port Flow Calculator for a SuperFlo SF600
Kendrick Automotive, a local shop that builds my engines, has a SF600 Flowbench. They had some software written years back in DOS that would take the values from a SF600, compute various things like Previous CFM and Current CFM (meaning, after porting) and would print out results showing % Gain and then Exhaust to Intake ratio which is awesome to have when designing a custom cam. Well their hard drive with the software decided it was about done working and that was it. No backups. All gone. Well, in the real world, I’m a UNIX Admin/WebLogic Admin/Software Engineer. So I decided it was something I could throw together pretty quick under Linux and built a Port Flow Calculator. Basically the summary above tells you what input it takes. It will generate a printout (see screenshot) of the results that you can give your customer. All heads flowed are saved to a database for later re-printing or reviewing. Its Freeware/Emailware. Basically, if you use it, tell me “Hey Alex, thanks..your stuff works!” and thats about it. If you find a bug, email me and I’ll fix it. It runs under Linux because Windows sucks. Here are a few screenshots. Its just about done. I need to add a small section where you can add your company name to it (second screenshot shows it incomplete) and it will show up on the report, then some minor tweaks. Also a pic of the printout below (yea I know..I should have scanned it.. LOL). I have some dummy data in there so the report might look a little hokey.
LATEST UPDATE:
Port Flow Calculator Released.
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Picked up a 406 SBC and a TH350 race prepped trans
A good friend of mine found a 406 SBC and short shaft TH350 race prepped trans with a converter. I drove down to check it out. The price was too good to pass up. Had it pulled, loaded her up and brought her home. Its a fresh engine with little to no miles. The owner unfortunately passed away, car changed hands and he had other ideas on which direction to go. It needs some cleaning up, so here we go..
The casting number on this 400 block is 330817, so looking it up on MorTec it shows its a 72-80 2-bolt block. Perfect. Lots of debate on whether a 4 bolt is weaker than a 2 bolt in these 400 blocks. The only thing the owner knew was that it has H-beam rods, Sportsman II heads and of course the obvious stamping of “Performer” on the intake, unknown cam. Being that I’ll be cleaning it up and replacing the timing cover with a better looking one, I’ll check out which cam it has. Lets get to the pics.
Engine with a serpentine setup. This was out of a ’66 Chevelle. It didnt have AC but the owner left it on so he could use the serpentine setup. Power steering not hooked up.
I’m not going to run any accessories other than the alternator, so I’m going to switch to a single V belt. Lets get on to the cleaning and re-painting.
Repainted block.
Once I got done with painting, I took off the timing cover, timing chain and there ya go… CompCAMS 292H cam installed. Next up is cleaning up the valve covers, replace the timing cover, clean up the oil pan and also to repaint the intake.
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Out with the old, in with the older…
So what the hell is going on? Where’s the Vette? Got rid of it. Wanted something that “was complete” and didnt need as much fabrication and time that my ’88 Corvette needed. I scoured one of my favorite sites RacingJunk.com and found a ’67 Chevy II Nova, 2×3 mandrel bent backhalf, Mustang II front clip, glass fenders, hood and decklid, all electronics, driveshaft, fuel system included. All it needed was a motor/trans. Currently it sits on 32×14 rear Monocoque wheels and the standard Monocoque front skinnies. I am going to leave the wheels the same since I havent seen these at any local burger stand and I kinda like the old school wheels. My daughter and I set out on this 600 mile journey to Oklahoma to pick it up. I was willing to drive pretty much anywhere in the USA for the right car. Well this bad boy is ready to roll. Its been a race car for many years, been beat on but now it’ll have an easier life. I’ll drag race it once in a while but for the most part, it will enjoy the quiet life of burger stand auto meets, swap meets and cruises.
Here’s some pics of the ’67 Chevy II..
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Changing stuff around…
Kinda got bored with the standard site. Decided to make it into a blog instead. Hopefully this will be more interesting than my previous site.
Bartonek Drag Racing
Home of the backhalved Turbo Camaro
Home of the backhalved Turbo Camaro
