he wants to break traction at 180

 

To be perfectly honest, I just want to be the first to hit 1,000 with a Miata. Get the dyno plot, detune to the 6-700 range and go **** on everyone on the streets and still take it to race in TTU and SU for fun.

Sigh, you caught me, in for zip ties and band aidz stickers on my bumpers from hitting walls drifting

That's what I'm saying! Rolling burnouts in 3rd just aren't that much fun anymore. I want to be able to do it in 6th at 150 lol

 

Read thread from start to finish which I don't normally do when they are 20+ pages but time well spent! Really a great build and fantastic achievements, look forward to the change in direction.

 

What turbo are you thinking?

 

I'm not really sure yet, I will need help deciding that part.

Well I finished up my new setup for my daily car, using a smaller Garrett, full 3" exhaust with that big *** Magnaflow muffler. Will post up pics tomorrow. The spool is fantastic, and to be quite honest, I think it might actually make more power on the dyno, even up top. Wastegate is routed back in the downpipe and is AC and PS compatible. I am very pleased with how it came out. I ended up cutting up my downpipe and manifold and reusing the flanges and flex pipe because I am cheap lol



Here is a little video from the other night, still rocking around 20 psi. On some Federal 595 205/50R15. Amazing what happens when it spools before 5k RPM lol


Also,

 

in for the insanity

 

Here are a couple shots of it. When I get the car up on the lift again I will do an underneath shot. Not much to look at under there though. Keep it with a little bends as possible, that's why I did the center exit, and I have just always wanted to do it that way.





And, I went electric lol


Overall I am very pleased with how it came out, the downpipe just barely kisses the tunnel when the engine is torquing over, so when I pull it all out to swap in the red car I will make sure to address that. But it's neat having a pretty quiet car, sneaks up on people and they don't know what hit them lol

Here is the only picture I have of the red car...

 

Reviving a thread from the dead with a couple of updates. The white car is under the knife, making room for turbo and v8 and other goodies. As of right now I am waiting on parts to show up. Everytime I see a UPS truck or FedEx truck I get all excited. The subframe was out of stock so he had to make one then send it to powdercoat.

Need opinions on motor build, turbo, and ecu. If anyone has an idea let me know please.

For the engine I will be using the LM7 5.3 iron block truck engine. I will be putting rods, pistons, and ARP hardware in it. My question is what kind of compression should i be shooting for? Planning on running this car on e85, I was thinking of a moderate compression ratio, 10.5:1 - 11:1 or so. Thoughts?

Turbo... No idea, tell me what I need.

ECU I have been thinking Megasquirt, it worked great with my last build, why wouldn't it on this build. Probably pick up a ms3pro?

I appreciate any feedback as always!

 

YESS can't wait for this to get underway

Full time e85 11 and up should be fine.
Sure, and the pro will have a bunch of really cool things your 2 was missing.
Turbo? Well that depends: do you want no traction at all or just a tiny bit?

 

Any idea what your final cylinder bore will be?

 

Vlad, I want to make 1000 to the wheels. That is the ultimate goal, so whatver turbo will get me those numbers I will get it!

Since this time it will be more of a dedicated track car **cough with some playing on the streets** so making the power down low is really not of my concern. What I would really like to do is make the number, back it up, then turn the boost down to somewhere in the 600-700 range to keep the abuse down on equipment. And maybe that will require having one turbo to make my target numbers, then having another one to have the final power where I want it to be. I'm not really sure how to approach it

 

I am not sure, one of the long blocks I picked up and plan to use for mock up has some pretty bad gouges down one of the cylinders. The guy I got it from recommended taking it at least .030 to get past the gouge. I have another long block that I have yet to tear down, which was in a running truck that was in an accident. So I was planning on using that block, probably staying within .030-.035" with the overbore

 

I'm in on this.

 

The only challenge I see is the fact that with the smaller 5.3 motor, you are limited on aftermarket cylinder heads. When you get to the 5.7, you have so many more choices.

You can make some pretty good power with the stock heads that are worked over, but damn I lust over the AFR 230 cc heads.

 

Agreed. Not sure why you don't start off with bigger displacement right off the get go. I'm not big into the LS motors so maybe you have some reasoning behind it, but the 5.7/6.0 would be my first choice.

 

I was under the impression that the heads are interchangeable.

 

Cost is one reason, I picked up both complete long blocks for $100. The other reason is I want the iron block, I'm not sure if it is really that critical, but with the amount of boost I think the iron block may hold together with less flex in the mains. I do realize they are 6 bolt mains, but it's just a bit of added insurance.

Also, if displacement is the sole reason I can't make the power I want, the LM7 can be pulled and a LS(whatever it may be) will bolt right into place. I know there are people making big big power numbers with the 5.3, so I'm not too terribly concerned with the small bump in displacement. Plus, I think the shorter stroke will help it wind up higher and faster

 

Just skimming through and figured I'd chime in - I'm currently running 11.5:1 and e85 with excellent results on a GT3076r. Healthy EGTs at 30psi and I believe I've got a bit more room in my timing table.

Edit - to be clear I'm not using an LM7 engine. Just an example of an FI high compression setup on corn with good results.

 

The 5.7 comes in cast iron and aluminum blocks. Earlier 5.7s had iron blocks with aluminum heads (if I am remembering right)

The heads are interchangeable. The 5.3 heads are actually better than some 5.7 heads and you'd lose performance if you switched to STOCK 5.7 heads. I don't remember the casting numbers. If you plan to change heads anyways, then why not. I just figured starting with more displacement is better than making more displacement.

I feel 12:1 would be the max I would push a motor with boost, then again I have only used nitrous and never boosted a v8 ( yet )

 

The LT1 (gen III) is an iron block 5.7 but that was replaced by the LS family (gen IV) the LT1 and LS stuff is not interchangeable. Yeah, fortunately both sets of heads I have are the good flowing cathedral port heads, with some porting the should flow quite well