#accel fuel injectors

[alwaysaheads-blog]

Accel Fuel Injector - Partsavatar.ca

[fastmanefi]

Website : https://www.fastmanefi.com/

Phone : +1 209-247-6497

We sell and support Holley, FAST, and all the accessories, such as fuel injectors, fuel systems, sensors, etc. If it’s EFI we can provide it. But we are known to provide the best technical support to our customers. We answer the phone! It’s our image and our heritage.

Business mail : rnedbalefi@outlook.com

Owner name : Richard Nedbal

Facebook : https://www.facebook.com/fastmanefi/

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[muscle-cars-aesthetics]

1969 Plymouth Satellite Convertible Facts⤵️⤵️⤵️⤵️⤵️⤵️⤵️⤵️ Engine: A 340 Magnum “done the hard way.” Based on an ’00 Dakota 5.2L Magnum, mildly ported aluminum Mopar Performance Magnum cylinder heads with stainless steel valves and new springs, an early LA neutral-balance crankshaft with rod journals offset ground to 2.0 inches, Manley 6.0-inch connecting rods attached to cut-down Speed Pro 3.925-inch bore pistons, ACCEL GEN 7 digital fuel-injection system with ’96 Neon 24 lb/hr injectors, and Ross Machine Racing prototype aluminum fuel rails. BeCool aluminum radiator with an electric fan and aluminum overflow tank, and breathes through a Tube Technologies Incorporated (tti) 2.5-inch-diameter exhaust system with headers and x pipe system, DynoMax mufflers, and stainless steel exhaust tips. Transmission: Richmond gear five-speed manual with 1:1 top gear. Clutch assembly is all Ram Automotive: a “Cleaning Lady” 18-spline/10.5-inch clutch disc with a 2,600-pound/10.5-inch Borg & Beck-style pressure plate and 18-pound aluminum flywheel-contained in a stock ’77 Volare aluminum bellhousing. Rearend: 2.94-geared “742”-style rearend with a Sure Grip differential Suspension: Front: original-style torsion bars with Magnum Force tubular control arms and OEM anti-sway bar; rear: original-style leaf springs with Just Suspension antisway bar Steering: Rebuilt OEM recirculating-ball steering; power assist provided by driver. Brakes: Four-wheel Wilwood discs replaced OEM 11-inch drum-and-shoe brakes. Reproduction brake lines by Fine Lines. Roll control by Hurst. Wheels & Tires: 15×7-inch American Racing Torq-Thrust D wheels on all corners wear Firestone Indy 500 tires, 225/70R15 in front, 235/70R15 in back. Body: Original ’69 Plymouth B-Body convertible restored by Larry Sampson at Zambito Auto Body. Reproduction fiberglass hood. Paint: Metallic Silver (from ’03 Lincoln Town car color selection). Interior: (Front) ’96 Chrysler Sebring buckets with console; (rear) Stock Sport Satellite bench-all upholstered in silver-grey leather. 🛰🛰🛰🛰🛰🛰🛰🛰🛰🛰🛰 #v8 #mopar #plymouth #satellite #gtx #cuda #dodge #charger #challenger #hotrod #musclecar #classiccar #vintage #convertible https://www.instagram.com/p/Bnpu8NCjikj/?utm_source=ig_tumblr_share&igshid=d33pra7bpub1

[thecardaddy]

1986 Ford Mustang GT - $10,395.00

1986 Mustang GT, have owned the car for 15 years. Time to let someone else enjoy it. Thousands in upgrades, including new interior, carpet, Corbeau seats, headliner, seat belts, and all new weather stripping on doors, trunk, and windows. Rear mount battery, and upgraded alternator. A9L mass-air computer conversion, Fidanza aluminum flywheel, and RAM clutch. AFR renegade aluminum cylinder heads 165cc runners and 64cc chambers. Trick flow Track Heat upper and lower intake with Accel 19# injectors. Aluminum pulleys and Milodon oil pan/ pickup. Trick Flow stage 1 roller cam with 1.6 roller rockers and chrome moly pushrods. 155gph fuel pump and regulator, 70 mm throttle body, and BBK mass air meter. BBK long tube headers, cat-less X-pipe, and 2.5 exhaust. Tubular K-member, A-arms, coil over conversion on front with caster/camber plates. Eibach front and rear sway bars. Many other upgrades. Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/1986-ford-mustang-gt-cadillac-michigan-23227172

[internetglitchstuff]

#eBay #dvd Accel FORD High Performance EV1 Fuel Injectors - 44lb (87-04 V8): $150.00 (0 Bids) End…… https://t.co/mPE1wm0MDd http://twitter.com/AmazonBay4u/status/893888129186242560 August 05, 2017 at 06:35PM

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— AmazonBay4u (@AmazonBay4u) August 5, 2017

[itsworn]

Pit Stop: Hop Old TPI System, Retain Stock Appearance

A Chevy TPI system’s rpm range is constrained by the intake manifold’s long-tube runners. Even installing a big cam or free-flowing heads won’t significantly alter the engine’s rpm band; it’s all done by 5,300–5,500 rpm at best. Understanding this limitation, you can still build a great torque monster, but it will never be a high-revin’ screamer with the long runners. TEN Archives

QUESTION I have a 1990 C4 (fourth-generation Corvette) with a stock 350 L98 TPI/4L60 combo. I want to increase performance and efficiency, but I don��t want to go the LS route. I’m considering a 383-stroker build, but I still want to maintain a stock appearance. I understand the batch-fired Tuned Port Injection (TPI) is a large weakness for these engines. How can I improve that on the intake and EFI system? I would like to convert to a sequential EFI, a larger throttle-body, and improve airflow. I also plan on running long-tube headers with an X-pipe and cat-back. Where I live, the car is emissions-exempt, so I can delete the AIR (smog) pump and catalytic converter. What do you suggest? Larry Allard Via email

ANSWER Converting from batch-fired port fuel injection (half of the injectors fire simultaneously) to sequential port injection (each injector fires individually) would require a different, more modern GM ECU (computer) or an aftermarket system, meaning a whole new wiring harness and sensor suite, plus either a dual-synch distributor or crank-trigger setup. Another issue is that on the 1990 Corvette, the speedometer ties directly into the factory computer, a function that isn’t supported on typical standalone aftermarket upgrade harnesses.

The full-sequential upside is modern computers are end-user reflashable, compared to having to burn a new “chip” every time you need to make a change to the original factory TPI computer. The downside with going full-sequential is you won’t see any power gains on a normally aspirated, street-driven hot rod—the OEs went sequential primarily for emissions and gas-mileage improvements. In the performance world, sequential injection only makes a significant difference on a high-end engine making so much power that it’s “running out of injector.” With the proper aftermarket high-end computer, a sequential injector’s opening/closing point versus the intake valve opening point can be precisely tailored, often permitting reducing the pulse width of huge injectors for better idle stability with big cams and/or power-adders.

Just deleting the AIR pump and installing a shorter serpentine-drive belt isn’t a smart move because that won’t provide proper pulley belt-wrap and tensioning on the overall drive system. The right way to delete the smog pump (for off-road use only) is to use an off-road AIR pump delete kit that comes with a bracket and a “dummy” pulley that bolts in place of the original pump, thereby maintaining the proper belt-wrap around the other system pulleys as well as the correct belt tension using the original-length belt and tensioner. TPI Specialties (TPIS) offers an AIR pump delete kit (PN 4.ACC359) for 1985–1991 Corvettes. TPIS specializes in TPI upgrades, in general.

You’re definitely right that the uniquely shaped TPI intake manifold is the system’s big bottleneck. I prefer to think of the manifold’s long runners as the engine combination’s dominant tuning factor. They’re like long, tuned-length exhaust header tubes—but on the intake side. You can free up the exhaust side, install better cylinder heads, or slide in a bigger cam, but none of these traditional hop-up techniques will extend the operating range much over 5,300 rpm as long as those long stock runners remain.

So what can be done to a TPI yet still “maintain a stock appearance?” Build a torque monster! A larger 383 motor is a sound plan. No one can tell how many cubes are beneath the valve covers. Your idea of long-tube headers backed by an X-pipe and cat-back system is a definite improvement as well, but at this stage, don’t go too large on the exhaust headers—1⅝-inch primaries into 3-inch collectors is about right, dropping down to (in your case) a catless, header-back, “off-road” 2.5-inch exhaust system like the one sold by Pypes.

Pypes Race Pro dual exhaust systems is one of many “off-road” full header-back dual-exhaust systems. PN SCC40R fits 1986–1991 C4 Corvettes with the L98 350. It includes 2.5-inch Type 409 stainless-steel dual pipes plus mufflers. Summit Racing sells it for around $800. Pypes Performance

On the induction side, the TPI intake consists of three bolt-together parts: the top plenum, the long-tube runners in the middle, and the lower intake portion that bolts to the heads. The stock runners are too flimsy and thin-walled to port out, but Arizona Speed & Marine still lists larger-diameter, TPI-like runners that appear almost stock to the casual observer (PN 20199 fits 1989–1992 models). Realizing their full benefits requires porting-out the plenum top and lower-manifold components. Some sources claim a 30–lb-ft/25hp improvement with a fully modded TPI intake.

TPIS can do the upper and lower intake-manifold porting. Alternatively, Accel and Edelbrock once offered larger-passage lower intakes, but they’re long gone; scour eBay or swap meets. Be careful, there are subtle changes to TPI manifolds over the years. In a Corvette with aluminum heads, they must accept the EGR tube that runs to the back of the intake, have an intake bolt-pattern where all the manifold-to-head attaching bolts are drilled at the same angle, and (for 1989–1992 models) not have a ninth (cold-start) injector hole. With the intake and exhaust freed up (to the extent a TPI can be freed up), the engine responds to cams with 0.050 durations in the low- to mid-220s and around 0.520 lift, such as the GM Chevrolet Performance Parts LT4 “hot cam” or TPIS ZZ409 (see table). The Chevy cam is designed to work best with 1.6:1 rockers (stock is 1.5:1).

The now better-flowing intake would benefit from larger TPI-style, two-barrel throttle-bodies. A stock throttle-body is about 48 mm, but BBK still offers larger 52 mm and 58 mm TPI bodies (they even have California EOs). For the 1989–1992 models, BBK PN 1537 is the 52mm unit and PN 1539 is the 58mm unit. While you’re at it, pick up a BBK PN 1714 adjustable fuel-pressure regulator kit. Slightly varying the fuel pressure is one tuner trick for fine adjustment without needing to burn a new chip every time you need to make a minor calibration change.

More power and cubes requires more fuel plus a custom PROM chip. TPIS and Howell, among others, still burns custom chips to order. On the fuel side, move up to 30-pound injectors (stock is 22 lb/hr). TPIS’s Jim Hall strongly recommends a “high-quality unit such as those made by Bosch—certainly no Chinese-made stuff!” A higher-capacity, in-tank fuel pump is needed to support the larger injectors. Quantum is one highly rated choice.

Carrying a lifetime warranty, Quantum’s bolt-in, in-tank, E85-compatible 1985–1996 Corvette fuel pump and installation kit combo (PN QFS-343FT) has a 340-lph (89.82-gph) flow rating, sufficient to support more than 650 hp. Amazon.com sells this pump kit for around $80. Amazon.com

On a large-displacement small-block, consider an upgrade to more modern, higher-flowing, aftermarket aluminum heads. Adding aftermarket heads with around a 180cc intake runner volume, plus all the preceding mods, collectively yields a 400 hp/500–lb-ft torque monster, but it still falls off over 5,500.

Still not enough? Beyond this point you’ll start trading off some of the humongous bottom-end for more top-end, high-rpm performance—as is the norm on any normally aspirated hot rod. TPIS offers an excellent short-runner MiniRam intake that frees up the upper end, but that departs from that classic TPI look. Visually, the MiniRam sort of resembles a Gen II LT1/4 small-block OE intake, but with better flow and compatibility with a Gen I small-block (exact part numbers vary, depending on which cylinder head you end up with).

Although the motor will no longer appear externally stock, TPIS’s short-runner MiniRam is the hot ticket for freeing up the TPI on the top-end. This intake will pull through 7,500 rpm with the right matching cam and heads. Marlan Davis

The MiniRam is effective through 7,500 rpm and is said to be worth another 80-plus horsepower on the top-end with complementary camshafts and heads with 195cc-or-larger intake runner volumes. With larger cams approaching the low- to mid-230s low-end cylinder pressure is reduced, allowing around 10.5:1 static compression with careful tuning on premium gas. Regardless, with EFI, you generally want to have a 112-degree or wider lobe separation angle (LSA) to maintain a good low-end vacuum signal, particularly on the early Speed Density system used by 1990 TPI Corvettes. At this level, headers with larger 1¾-inch primary tubes can also be of benefit.

Changing the engine’s overall operating range calls for a looser (higher-stall) torque converter and steeper rear gears. A 1990 L98 Corvette with a 4L60 automatic came standard with a measly 2.59:1 ratio or (with the G92 performance axle ratio option) 3.07:1 gears, but higher numerical ratios are available from the aftermarket.

Why stop at a 383? Why not a 406 or a 427? Welcome to the hot rod upgrade treadmill. Good luck!

Ask Marlan A Tech Question: pitstop@HotRod.com

The post Pit Stop: Hop Old TPI System, Retain Stock Appearance appeared first on Hot Rod Network.

from Hot Rod Network https://www.hotrod.com/articles/pit-stop-hop-old-tpi-system-retain-stock-appearance/ via IFTTT

[smoothshift]

97 f250 in limp mode. 5.8l. any suggestions? via /r/cars

97 f250 in limp mode. 5.8l. any suggestions?

New spark plugs, new plug wires (8.8mm race accel wires), I had the cheapo NAPA wires and had the same issue, new PCV valve, new cap and rotor, new injectors, all injectors get good voltage, new FPR, Fuel pressure is perfect, new Bosch o2 sensor. Compression is perfect 180psi per cylinder. NO vacuum leaks. Only thing not stock is EGR is deleted (sensor and all is still in place, just tube is pinched shut since the tube goes nowhere), and truck has shorty headers. Ran fine for a couple of weeks then now the truck is giving a code 172 (OBD1) of lean when it smells rich. Any suggestions?

[averysmotorcycles]

https://www.averysmotorcycles.co.uk/shop/products/dynojet_power_commanders_-_suzuki Introducing the Dynojet Power Commander - The perfect tuning tool for your Fuel Injected Motorcycle. Each unit is supplied with a specific map, designed to improve performance over stock. In addition, several maps for alternate tuning packages are included on the CD and can be downloaded into the Power Commander module via a Laptop or PC. The Power Commander kit includes a PC link cable and software package, which allows you to fully map the fuel curve on your computer. Power Commander V Features: Reduced size from PCIIIusb (less than half of the size of PCIII) USB powered from computer (9 volt adapter is no longer needed for programming) 2 position map switching function built in (map switch not included) Gear input (allows for map adjustment based on gear and speed) Analog input (allows user to install any 0-5 volt sensor and build an adjustment table based on its input such as boost or temperature) With gear position input connected the PCV is capable of allowing each cylinder to be mapped individually and for each gear (for example: on a 4 cylinder bike with a six speed transmission there could be up to 24 separate fuel tables). Unit has a -100/+250% fuel change range (up from -100/+100%). This allows more adjustment range for 8 injector sportbikes 10 throttle position columns (up from 9 on PCIIIusb) Enhanced “accel pump” utility (increased adjustment and sensitivity ranges) #dynojet #powercommander #pcv #pc5 #fuelmodule #averys #motorcycles #aprilia #bmw #ducati #honda #kawasaki #ktm #mvagusta #suzuki #triumph #yamaha #superbikes #supersport

[seattlecraigslistfraudblog]

1989 Ford Mustang (Tri cities) $6500

1989 Ford Mustang lx 5.0L kenne bell super charger Monster aod transmission and 3500 stall converter Gt40p heads Cobra intake Weld drag lites Bbk lowering springs 24lb accel fuel injectors Bbk fuel pump More I'm forgetting Will trade for a ... from Craigslist https://seattle.craigslist.org/see/cto/d/1989-ford-mustang/6310158271.html Fraud Bloggs made possible by: http://circuitgenie.wix.com/techsupport

[cooper15ish]

First photo is by: @keithaeweir Check out @floger70 and his nice build on his 180sx all photos by: @floger70 Here is @floger70 and his 180sx that he swapped in an 2001 Lq4 6.0 -Brian tooley stage 3 n/a cam -Brian tooley doubled valve springs with titanium retainers and keepers -Brian tooley chromoly push rods -Comp cams trunion upgrade -Fuelled racing engine mounts -Moroso front sump oil pan -Fuelled racing transmission cross member -Summit racing mini starter -Ls1 intake manifold -Ported and polished lingenfelter throttle body -Accel 48lb injectors -Holley efi fuel rails -Aem fuel pressure regulator -Walbro 255lph fuel pump -Mishimoto 3 core aluminum rad with dual electric fans and aluminum shroud -2010 camaro ss accessories -msd spark plug wires -greddy oil filter relocation and oil cooler kit - all lines are nylon braided vibrant with vibrant aluminum black fittings -tuned on hp tuners -Custom 3" stainless exhaust with magnaflow muffler -T56 6 speed transmission -Oem f-body clutch,pressure plate, and flywheel -wildwood clutch master cylinder -PST driveshaft -Cusco adjustable lsd differential - nismo 17x8 rims - 245/45r17 falken azenis tires -HSD monopro coilovers -cusco adjustable tension rods -cusco rear upper adjustable control arms -300zx twin turbo brake upgrade front and rear with master cylinder -5 lug conversion -stop tech brake pads -stop tech brake rotors -stop tech stainless steel brake lines -back half roll cage -greddy gauges (oil press, oil temp, water temp) #savethepopups #sr20gang #lq4 #lq4swap #drift #s13 #s13hatch #rwd #rhd #stance #lsswap #ls #v8

[muscle-cars-aesthetics]

1963 Pontiac Tempest LeMans ---------------------------------- Facts⬇️⬇️⬇️⬇️⬇️⬇️⬇️⬇️ Engine: big-block Chevy displacing 522ci, (4.560 bore x 4.00 stroke) Block: Dart Big M low-deck Compression ratio: 8.8:1 Oiling: custom Billet Fabrications 7-quart oil pan and oiling system Rotating assembly: 4.00-inch stroke Cola 4340 crank, Oliver billet rods, JE custom pistons, Hellfire rings Cylinder heads: Brodix Big Duke PB1802, oval intake ports, 91cc combustion chamber volume, 456cc intake ports, CNC-milled combustion chambers, “turbo” valve job Camshaft: COMP mechanical roller, 252/256 degrees duration at .050-inch, .715-inch lift, 115-degree lobe separation, Jesel beltdrive timing gear Valvetrain: 2.400-inch titanium intake/1.900-inch, Inconel exhaust valves, 1.7:1 T&D Machine shaft rocker system, 3/8-inch Smith Brothers pushrods, dual valvesprings Induction: Hogan individual-runner intake manifold, twin BBK 62mm throttle bodies, 160lb/hr fuel injectors, S&B tapered-cone w/7×12-inch element, Product Engineering dual-stage fuel pump, Aeromotive pressure regulator, Moroso vacuum pump and tank Power adder: twin Innovative 76mm turbochargers (5-32 psi boost), Innovative Indy wastegates and electronic boost controller, Ron Davis air-to-air intercooler Ignition: Electromotive Tec3R EMS, 60-tooth crank-trigger ignition system, ACCEL 8.8mm primary wires Exhaust: Nelson custom-built turbo stands and manifolds, Lemons Headers, 4-inch stainless exhaust system, Lemons collector mufflers Transmission: A1 Turbo 400, 3,500-rpm stall speed, 9-inch Winters Racing converter, B&M cooler, Winters Racing shifter Driveshaft: chrome-moly steel Rear axle: Currie 9-inch, Strange third member, locker differential, 4.10:1 ring-and-pinion Front suspension: full tube frame (7.50 certification), tubular upper and lower control arms, Aldan Eagle coilover shock absorbers Rear suspension: 4-link with Aldan Eagle coilover shock absorbers Brakes: Wilwood 12-inch disc, front; Wilwood 12-inch disc, rear Wheels: Centerline Convo Pro 15×4.5, front; 15×14, rear Tires: M/T Sportsman 26×7.50-15, front; M/T ET Street 32×17.50-15, rear ---------------------------------- #pontiac #tempest #lemans #gto

[thecardaddy]

1989 Chrysler Conquest - $12,395.00

1989 Chrysler Dodge Conquest 2.6 TSI TURBO - Mitsubishi Starion - CLEARWATER FL , USA RUNS PERFECT DRIVES PERFECT ARP bolt on head and main. Full set gasket. All seal new. ACT kit clutch. LSD rear diferrential . All 3 energy mount. Injector 850cc RC. Jet valve eliminator kit. New head valve. Machine shop work on head and block . surfaced on cylinder head and block. Cylinder head gasket on steel. Crankshaft polishing. Original wheel. Oil, water and boost gauge. Ignition module elimination with Accel module. New ignition distributor. New timing chain, oil pump and balance shaft elimination kit. Bering on main and rods and piston ring new. Oil changed with Syn oil mobil1. All 4 side brake new pads and rotors. Front wheel bering new. Blow off. Fuel 93 oct. Fuel regulator arospeed. Intake flange. Short shifter. Aluminum radiator 3 line. Radiator house flex new. And more... Please Note The Following **Vehicle Location is at our clients home and Not In Cadillac, Michigan. **We do have a showroom with about 25 cars that is by appointment only **Please Call First and talk to one of our reps at 231-468-2809 EXT 1 ** FREE Consignment Visit Our Site Today Easy To List Your Vehicle and Get it Sold in Record Time. from Cardaddy.com https://www.cardaddy.com/vehicles/vehicle/1989-chrysler-conquest-cadillac-michigan-20724177

[itsworn]

This Versatile ’55 Chevy Bel Air Can Do It All

Cool cars wind up in our garages for lots of reasons. Some are functional transportation, some only drive a quarter-mile at a time, while others are rarely seen outside the show circuit. Toby Jones has always been intrigued with the ’55 Chevy and dreamed of creating a uniquely versatile version of this popular classic. Self-employed and owner of TJ Plumbing in Holly Hill, Florida, Jones has been a longtime enthusiast even though this is his first full custom vehicle. Purchased way back in 2006, the car has received a series of underway upgrades designed to make it the perfect long-haul cruiser. He enjoys traveling to distant car shows around the country, including one 3,200-mile jaunt from Florida to Michigan on the Power Tour. Each long trip suggested more opportunities for improvement, culminating in a car that is loaded with style, handling, power, and a raft of elegant details.

The story begins back in 2004 when the search began in earnest. It took almost two years, but he finally found a ’55 in fairly good shape. With a few bolt-on parts, it was the perfect ride for local cruise events. Before long, however, the 60-year-old technology reared its ugly head and it was time for an infusion of modern aftermarket improvements. It was a major undertaking. Working in his garage, Jones separated the body from the chassis and began comprehensive revisions to the frame. His efforts would make the car handle like a slot car while his attention to detail would make the underside of the car as photogenic as the top. The original factory crossmembers were eliminated and replaced with 1.5-inch tubular K-members, followed by a double framerail and tubular torque box. All the holes were filled, the body mounts boxed in, and the frame was painted a shiny silver metallic.

Since autocross-level maneuverability was the goal, the long list of high-performance handling upgrades began with Global West tubular control arms up front along with drop spindles and power rack-and-pinion steering. A NASCAR Cup Series 1 1/4-inch splined front sway bar with 1/2-inch plate arms teamed up with a Sportsman Series drag race rear bar to ensure flat cornering. The bars were augmented with QA1 adjustable coilovers on all four corners.

To handle the planned powerplant, a rebuilt 9-inch Ford rear was fitted with 3.55 gears, 31-spline Strange axles, and a Currie center chunk, all held in place by a RideTech parallel four-link. Since brakes are an important part of going fast, stopping power was guaranteed with Wilwood discs using drilled-and-slotted rotors and six-piston calipers.

A Rock Valley stainless steel fuel tank with a fuel-injection pump inside feeds the new engine. Transforming the chassis into a roller are the Billet Specialties Grand Prix 18- and 20-inch wheels, polished with brushed centers and wrapped in Nitto rubber. One glance will convince you that the underside of the car is a work of art.

With such a high degree of sophistication in the chassis and suspension, an equally impressive powerplant was a must. Jones started out with a 355ci Chevy small-block, decked and align-honed by Express Racing Engines in DeLand, Florida. Internally, it is fitted with an aftermarket crank, machined and balanced connecting rods, and TRW flat-top pistons. A Crane cam with a double roller timing chain bumps the stainless steel valves in the Holley aluminum 20-degree cylinder heads using Crane Cams Gold series 1.5:1 rockers. Sending fuel to the ACCEL 36-lb/hr injectors is a polished Holley Avenger EFI Stealth Ram system, which is fed fresh, cool air from a custom intake screened by a pair of K&N filters. ACCEL EFI electronic ignition lights the fire with Hooker silver ceramic-coated headers dumping spent gases into a black ceramic 2.5-inch exhaust system. The Pypes mufflers announce the car’s arrival with an impressive performance rumble.

Jones chose a PRC radiator and A/C condenser combination along with an aluminum mechanical water pump and two 12-inch electric fans to ensure temps stay in the green. Powering all the accessories is a polished Billet Specialties V-drive belt system. Unique items include that hand-fabricated air intake with a pair of K&N filters and carbon-fiber tubes as well as custom-made valve covers for the perfect finishing touch. Glass-smooth inner fender panels and the recessed firewall add to the eye appeal of the beautiful V-8. Added up, the combo delivers 475 horsepower to the 4L60E four-speed automatic, upgraded with a ProTorque billet 10-inch converter. Jones gets lightning shifts (125-milliseconds) thanks to the Twist Machine Shrifter paddle shifters managed by a Compushift II trans controller.

Throughout the many improvements, the “complete, but never finished” car would be pressed into service, heading off to Pigeon Forge, Tennessee, for the Grand Rod Run or North Carolina’s Tail of the Dragon. In 2011, Jones took the car on its longest adventure, the Power Tour from Florida to Michigan, driving 3,200 miles in 10 days. Mechanically, the car was a pleasure and handled the long distance ride without breathing hard, but traveling took its toll. Cosmetics became the next rejuvenation concern. Chips and dings, coupled with repair efforts by previous owners meant it was time to give the old girl a new look.

In 2012, he went back to the garage, beginning a two-year effort that included new quarters, new rear pan, and new fenders, all designed to perfect the exterior. At the same time, mediablasting, PPG epoxy paint, and Ballistic Hollow Point sound deadening got the interior ready for its new look. Jones built his own panels for The Upholstery Man in South Daytona, Florida, to wrap in a combination of saddle vinyl and pleather. To monitor the high-performance engine, he redid the dash using Haneline 4-inch analog gauges inset into a carbon-fiber housing. The combination of a Billet Specialties wheel, paddle shifters, and ididit column keeps the driver in close touch while Vintage Air A/C ensures occupants stay cool during warm summer adventures.

Concert hall level entertainment during those long days on the Power Tour comes from the sophisticated Alpine 7-inch VGA touch screen monitor in the center console that teams up with the Command unit in the armrest and the Alpine Pro VPA-B222 brain mounted in the trunk. In addition to satellite radio, CD player, Bluetooth connectivity, and rearview camera, the Alpine controls the ARC Audio amp, also in the trunk. It powers the ARC Audio speaker mix consisting of a 12-inch sub, 6x9s in the rear package tray, and 6-inch components in the kicks. The trunk was upholstered to match and now holds a pair of Optima batteries hidden behind the rear wall with the rest of the stereo electronics. The final step in this years-long process was the striking Axalta Orange Metallic Sunburst paint.

Toby and his wife, Sheri, enjoy taking the car to local cruise-ins and car shows. Has it become too pretty to drive? Hardly. Plans are afoot to participate in the Pigeon Forge Grand Rod Run in Sept 2018 and Toby would like to do another Power Tour. Now that it’s once again complete, he is more than happy with the results. “I wanted this car to be like no other and I wanted people to see a different approach to custom work.” We think his versatile ’55 does just that!

The post This Versatile ’55 Chevy Bel Air Can Do It All appeared first on Hot Rod Network.

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A 5.3L that shows you don’t need to go broke to enjoy some LS power in your Chevy

The biggest complaint about LS-type engines is they cost a lot of coin to get into. Yeah, the typical LS mill will bleed more cash from your wallet compared to a traditional small-block, but if you’re careful and don’t need a bazillion hp, then it can be more of a flesh wound instead of a gushing flow of Benjamins. You see, not every LS build has to be a dry-sump LS7 or 600+ hp stroked LS3. There are many LS variants out there and some of them are downright affordable. Shop smart and set realistic expectations and you can have modern LS EFI goodness under your hood for not much more than a quality Gen I small-block.

The term to keep in mind is “economy of scale.” That’s to say, you need to think about what is plentiful in the marketplace. If it’s easy to find (large supply) then the prices will typically be less. So, with that bit of Econ 101, the most affordable LS variants on the planet would be the 5.3L and 4.8L examples. Hundreds of thousands of these have been produced and are now easy to find parted out online and languishing in salvage yards.

We decided to try a 5.3L since it’s by far the most common engine out there. Rather than buy a complete engine we opted to build one from various sources. Why? Well, when you buy a pull-out engine you typically end up with a lot of leftover bits and a complete engine tends to cost more than if you buy the components separately. We were going to go this direction with the block, but Summit Racing had 5.3L blocks so cheap it wasn’t worth the effort to hunt one down in a salvage yard. The rest is a combination of new and used parts to end up with a done and ready-to-run engine. Now, if your wallet is a bit light, you can do things even cheaper than we did by going with used parts. But keep in mind that running used lifters or a “broken-in” oil pump does up the risk factor a bit.

As for our goal, it was simple. To make at least 400 hp on the cheapest 87-octane fuel California has to offer. We wanted a ton of vacuum at idle along with smooth performance. Yeah, 600+ hp is cool, but in reality most rides are fine and a ton of fun with 400. Hell, a fifth-gen Camaro barely made over 400 and nobody considered it a slouch. If you need more than the 416 hp we made you can up the camshaft a couple of steps, mill down the heads to boost compression, or maybe treat the heads to massaging. Of course, our engine is only few psi of boost or a sweet shot of nitrous away from knocking down much bigger numbers.

1. Millions of LS engines have been produced, which means that parts are easy to find and pretty easy on the wallet. The “economy of scale” also helps lower the cost of new LS parts like this 5.3L GM block from Summit Racing. It priced out right around $300, which makes it one of the best deals around.

2. The Summit 5.3L block came ready to rock and already honed to the required 3.780 inches. After looking over the block we found that no machine work was needed. By the way, the smaller bores makes for a very strong cylinder wall just begging for some nitrous or boost. The block came bare (but with cam bearings installed) so we picked up an engine plug kit, with the needed oil restrictor plug, from Summit (PN SUM-G1584).

3. 5.3L LS engines are one of the most common ones on the planet and were stuffed into scores of SUVs and trucks. They’ve also been around long enough so there are rotating guts available for cheap at swap meets and online.

4. Of course, some of these parts have been beat down so you need to be careful when shopping. We scored a 5.3L rotating assembly from a friend but found that the crank must have tossed a bearing, resulting in a beat-up crank journal and two bad rods. To fix the crank, our friends over at Rancho Machine, in Rancho Cucamonga, California, were able to turn the crank 0.010-inch. But that still left us two rods short of a full set.

5. Overall, these parts, whether new or used, are pretty cheap so we weren’t too concerned about finding two replacement rod/piston combos, but then luck showed up to the party. David Freiburger of Hot Rod and Roadkill fame was doing a story involving swapping out the rods/pistons of a new 5.3L LS engine. So, instead of finding two used pieces we ended up scoring a full set of nearly new rods and pistons to go with our turned crank. I guess we owe him a favor now.

6. If you’re just building a cruiser and don’t need big power, the heads for your LS engine can be pretty budget friendly. We scored a pair of used early LS1 (1999-’00) 853 heads (GM PN 12559853) for under $300, which is about the going rate. They’re nearly identical to the later 241 LS heads and have 66.67cc combustion chambers and 200cc intake runners. Now, these will drop the compression ratio of our 5.3L since the combustion chambers are larger than what a 5.3L typically fields. If you want max power, these should be milled down a bit. But, we want a cruiser that will be happy on the cheapest gas we can find so we left them as is.

7. With our freshly machined and polished crank back from the machine shop we were ready to start putting it all together. First up, installing the crank using a fresh set of Clevite main bearings (PN CB1776A108).

8. The block came with main bolts but we needed a set of new cross-bolts. For this we picked up a set from Summit Racing (PN SUM-910230).

9. With the crank torqued to spec, we started sliding in our slightly used 5.3L piston and rod combos. The rings were just inexpensive stock-replacement pieces from the local auto parts store. The 0.010-inch undersize bearings were Clevite AL Series (PN CB-663P).

10. Big cams typically make for big power, but our goal here is a 400hp street mill, not a lopey street monster. Our choice was a stick we’ve used before with good results. The Comp cam (PN 54-414-11) spec’d out at 216/220-degrees duration at 0.050-inch, 0.525/0.532-inch lift, and an LSA of 114.

11. After securing the cam with a Summit LS thrust plate (PN SUM-150106) we went ahead and installed the timing set, making sure to line up the dots on the sprocket and timing gear. The sprockets we had and the timing chain was a new replacement from Summit (PN SME-143012).

12. Oil pumps are pretty critical, so resist the urge to reuse an existing one. We’ve had great luck with these new ones from Summit (PN SUM-121170) and, at just $70 it’s cheap insurance.

13. Our block came to us bare so we needed hydraulic lifters and a set of the plastic guide trays. The easiest route was a kit from Summit (PN SUM-HTLSKIT) that included 16 lifters, four trays, and even the four specialized bolts needed for installation.

14. Rancho Machine went through our 853 heads, cleaned them up, and surfaced them just enough so we would be assured of a good head gasket seal.

15. We also installed a fresh set of Comp springs (PN 26918-16), retainers (PN 774-16), Viton valve seals (PN 511-16), and spring seats (PN 4705-16) that matched up with our new camshaft.

16. After sliding on Fel-Pro replacement head gaskets, we put the heads in place and bolted them down with a torque-to-yield head bolt kit from Summit (PN SUM-910210).

17. To be honest, we have tons of used LS rockers laying around, but we doubt you do. So, we picked up a wallet friendly set from Summit (PN SME-K-143021) along with the needed bolts (PN SME-143005 x2). We had a set of stock GM pushrods on hand (7.400-inch), but if you need some, the part number for a set from Comp is 7955-16, or you can get a complete set from Summit for a hair over $30 (PN SUM-G6400-LS).

18. We then sealed up the 5.3L mill with a used top valley cover and a new front cover (PN SUM-G6320). The front cover was only $30, but we had to fork out another $25 for the required gasket (PN MRG-61030G) and $10 for some bolts (PN MRG-60900G) from Mr. Gasket.

Intakes can really eat up a large chunk of your budget. You could go with a carb, but by the time you buy the carburetor and the intake you’re well over a grand. And, while you won’t need an ECU to run the engine, you’ll still need a box from MSD to fire the coils. Given all of that, we opted to go with a factory-style EFI setup. The intake we chose is a new offering from Dorman. In testing, we found it to be better than a GM LS1 or even LS6 intake manifold. As a bonus, it came with bolts, gaskets, and new fuel injector O-rings. Ours ran $400 from Summit (PN RNB-615-901).

19. The fuel rail and injectors are actually used GM stuff from an old LS1 project. We’re looking at just over 400 hp, so even smaller fuel injectors will work. Just make sure they are the right height to work with your fuel rail.

20. Our early Gen III 5.3L LS uses a cam position sensor that mounts in the rear of the engine, just behind the valley cover. This one from Summit (PN RNB-917-715) set us back $34. Be sure to factor in the cost of sensors and such when budgeting your LS engine build. If you’re a bit of gambler, you can score used ones at salvage yards for pennies on the dollar. After all, most of the cars drove themselves to the accident.

21. Coils are another item that you could scrounge up at a salvage yard, but we opted for a new set from Accel (PN ACC-140043K-8). The LS valve covers and coil racks were left over from a Week To Wicked project. We did have an interference issue with the LS1 fuel rail and the more modern LS3 valve covers and coil pack rails. Our solution was to notch the coil pack rack a bit and flip the one coil forward using two small spacers (or a stack of washers in a pinch) to help the coil clear the coil rack.

22. We completed our budget 5.3L mill with a used GM oil pan and damper (both from the same Week To Wicked project as our valve covers) and added a set of Hooker long-tube headers. The Dorman intake accepts a four-bolt throttle body so we ran a Holley 90mm piece. Our guesstimate is that you could, with careful shopping and a few trips to the local boneyard, duplicate this build easily for under $3,500.

23. After some tuning, the best pull, with 29-degrees of timing, was 416 hp at 6,100 rpm and 394 lb-ft at 5,700 rpm. Best of all, the torque curve is fairly flat with over 300 lb-ft from 2,900 rpm on up. That’s great power from a budget engine that roughly displaces 327 cubic inches.

Sources

Clevite 662.893.2860 us.mahle.com/mahlemotorsports

Competition Cams – COMP 800.999.0853 compcams.com

Don Lee Auto donleeauto.com

Fel-Pro felpro-only.com

Holley / Hooker / Accel 270.781.9741 holley.com

Summit Racing 800.230.3030 summitracing.com

Westech Performance 951.685.4767 westechperformance.com

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[itsworn]

The Bug That’s Actually A Buick!

Robert Freeman’s 1959 Beetle takes “buggin-out” to new heights.

No, you didn’t pick up Hot VWs Magazine by mistake. This is HOT ROD, so relax. Behold Robert Freeman’s “Berlin Buick,” christened as such because there’s a whole lot of Buick wrapped in that Volkswagen shell. Robert has wanted a mid-engine Volkswagen since he was a kid, and this is the manifestation of that childhood dream. The key to this fantasy fulfillment was to find the right people to help with the hard stuff, and that happened when he took the old Beetle body with a sunroof grafted sometime in its ugly past to Gary Brown at Browns Metal Mods in Port Leyden, north of Syracuse, New York. Robert arrived seeking only a top chop for the body he’d owned for 15 years, to kick off what would be a two-year build. When Robert confessed he was after a mid-engine bug with American V8 power, Gary suggested the 215ci Buick would be perfect because it’s light, narrow, and there’s still a ton of speed parts for the little aluminum terror. He also offered up his shop’s services, and the rest is Deutschamerikaner synchronicity.

The diminutive 215 Buick has been a go-to engine for tight engine conversions since the 1960s. Introduced in 1961, it’s light weight and 4.24-inch bore spacing combined with 3 ½-inch bores, making for compactness that’s just part of the reason it’s a popular engine swap. Only in production by Buick for three years, the rights to the design and tooling were sold to Rover in England, which kept it in production until the mid-1980s, finding its way into MGs and Land Rovers among other British marques. In 1961 it was the lightest weight, mass-produced engine made, at 315 pounds.

Robert’s engine has seen some massaging performed by Jack Dineen, including custom flat-top pistons increasing the compression to 12.5 to 1, a polished stock crank, and adapting a 1999 Buick oil pump with bored galleys and chamfered oil holes. The heads are later Rover 4.0 heads with stainless valves. A Schneider flat-tappet cam was used with .484-inch lift, .305 duration at 0.050, and 106 lobe separation angle. In addition, Chevy small-block valve springs were used. Up front a double-roller chain keeps things in sync.

Crowning the Buick is the Hilborn stack fuel injection using a Holley stand-alone EFI system with custom BMM fuel rails, a FAST regulator set to 47 pounds, and ACCEL injectors. An MSD Pro Billet distributor and MSD coils control the spark. Exhaust is dramatically handled with Brown-built zoomies. Cooling things off are twin Davies Craig water pumps, and custom twin SPAL radiators.

Of course all of this power has to be harnessed, but not with a weak VW transaxle. A new Medeola 4-speed was adapted to the Buick with a Kennedy Engineering bellhousing, enclosing a Stage 2 Kennedy billet steel flywheel. The Driveshaft Shop created the 8-inch 930 CV drive axles, spinning ET Classic V aluminum 15×12-inch wheels, and 15×4-inch ETs up front, mounted with 345/50R15 Nitto Drag Radials and Firestone 145SR15 tires respectively.

The ball-joint front suspension beam was narrowed 6 inches, with dropped spindles and modified shock towers all combining to get the beetle low and riding smooth. Ride Tech Shockwave shocks are at the corners. Brown’s attached all of this to the stock VW pan that has been reinforced with tube rails front to back. Brakes are 8-inch JBugs up front, and Wilwood 8-inch rears, actuated manually, with stainless lines and fittings throughout.

All of this gave the Berlin Bug a stout foundation for the body mods Robert had fantasized about, which were all executed by the Brown brothers Gary, Luke, and Dylan. Things got going with a 4 ½-inch top chop, then roll pans were fabricated for both the front and back, along with rolled fenders, which were left stock width. Both the (former) engine lid and trunk lid were smoothed and also peaked. The running boards were eliminated, and the doors were converted to rear hinges with electric poppers. All of the door corners were rounded, an ode to 1950s customizing where no straight lines or corners were allowed. The stock bumpers were split, narrowed, and tucked tight to the body. 1957 Buick side trim sweep was frenched into the body sides, and 1953 Buick “Venti-port” portholes were added that now function as exhaust ports. Emblempros created all of the Berlin Buick chrome badges.

After all of the body mods were completed, Browns blocked it out, gapped all of the shut lines, then shot a combo of PPG Tonic Brown and Ginger Beer, buried in four coats of clear.

Inside, a rollcage, fire system, and belts were all incorporated. A 1949 Buick dash was sectioned to fit, and then dash-to-door surrounds were fabricated. The portholes, trim to match the exterior, shift knob, and shift boot bezel are all the handiwork of Mike Ripp. A 1949 Buick steering wheel was cut down to fit the stock VW ring, and one-off Classic Instruments gauges fill the Buick dash. Stock VW seats were cut down for clearance, and then Rich Perez at RP Interiors in Horseheads, New York, covered everything in beige replicate leather.

There are many pitfalls and detours that can kill such an involved project like the Berlin Buick, but when everyone is on the same page and the owner has a concept in mind he and the shop he chooses sticks with, then unique and impactful vehicles such as this can be the result. As Robert’s VW attests, the wildest cars are yet to come.

The Berlin Buick hides its motivation well, with the only hint the wide ET Classic-V rear wheels and Nitto Drag Radials. Wheel tubs were fabb’d by Browns Metal Mods, who did virtually all of the body mods, body prep, and paint. Colors are PPG Tonic Brown and Ginger Beer.

Robert Freman originally purchased the 1956 oval-window Volkswagen body for $1,000, then spent years formulating his mid-engine plan. The tucked-in stock rear bumper incorporates 1959 Lincoln bumperettes housing the round taillights. Stock lid has been shaved, and while the fenders look widened, they are not.

Hiding in the back seat is the heart of this mid-engine Beetle beast: the 1963 215ci Buick/Rover aluminum engine. Jack Dineen at Dineen’s Repair in Little Falls, New York, handled all building aspects of the aluminum V8, including the Hilborn stack injection, now Holley/MSD-controlled. Through-the-body zoomies are by Browns, exiting through 1953 Buick portholes.

The entire car is a combo of Buick and Volkswagen, which is no more evident than inside where a 1949 Buick dash was modified to fit the bug, and the steering wheel is a mashup of Buick and Beetle. The gold shift knob is by Mike Ripp.

The Buick dash extensions are prominent here, as is Rich Perez’s upholstery work at RP Interiors in Horseheads, New York. Retro/contemporary beige replicate leather and rich cloth pattern blend well with PPG paint. Doors were converted to suicide with electric poppers. Note all of the rounded door and sill corners.

Check out the nasty profile. Windshield posts have been leaned back, and there’s a nice, subtle rake to the heavy top chop. Besides the removal of the stock running boards, the rockers have been rolled in to finish off the car’s bottom.

Stout Medeola 4-speed was adapted to the Buick with a Kennedy Engineering bellhousing, all supported by a tubing structure by Browns, who also created the belled panels. The Driveshaft Shop built the 8-inch 930 CV drive axles, all slathered in PPG Ginger Beer paint and chrome bracket accents.

Uh, uh, don’t get too close to those Buick portholes, they are the real deal conveniently exiting the exhaust through Browns-built zoomies.

It all looks so natural and like it was produced this way when you see it shiny and finished, but hundreds of hours went into planning and fabricating so that it looks this way. Robert says there is no tire rubbing or mystery noises, and that he plans on driving it every weekend he can, New York weather permitting.

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1989 Ford Mustang (Tri cities) $6500

1989 Ford Mustang lx 5.0L kenne bell super charger Monster aod transmission and 3500 stall converter Gt40p heads Cobra intake Weld drag lites Bbk lowering springs 24lb accel fuel injectors Bbk fuel pump More I'm forgetting Will trade for a ... from Craigslist http://seattle.craigslist.org/see/cto/6310158271.html Fraud Bloggs made possible by: http://circuitgenie.wix.com/techsupport