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Messages - TWIN86GNS
76
« on: March 12 2013, 11:10:22 PM »
Good luck finding your "right" car. It can be a lot of searching but when you find the right one you will know.
Enjoy the hunt!!
77
« on: February 16 2013, 01:50:07 AM »
An 86 WH1 car is a specific colour, it is black on top, silver (grey) in the middle and black on the bottom, just like the picture that Ed posted of Bannings car.
I would assume the cowl tag will show either the code WH1 or the colour 19 black and 12(?) Grey for the exterior colours.
They only made 463 WH1 cars for 1986 so you have a very rare care, enjoy.
78
« on: February 16 2013, 01:36:28 AM »
Earl,
Thanks for clarifying that issue, I had it backwards.
I will try to get an MS96037.
Take care,
79
« on: February 16 2013, 01:33:23 AM »
I really love the 86 WH1 cars. I would love to have one some day, I just need to "justify" it to my wife.
The WH1 cars are very rare and to me and some others is worth a premium.
Also from your VIN I believe your car is an early model 86 car that was actually built in 1985 (as an 86).
Enjoy your car,
80
« on: February 03 2013, 01:55:18 PM »
I am going to buy an intake maniforld gasket for an engine that needs assembly. The engine will be using Champion aluminum heads, I *believe* the gasket I want to get is the Felpro #MS96033 since the Champion heads don't have EGR ports, correct?
Or is there a newer, better gasket that I should use?
Thanks for any and all help.
81
« on: January 18 2013, 01:35:15 AM »
David, Happy belated birthday!!  
82
« on: December 31 2012, 09:18:34 PM »
Mike,
Keep up the good work, it is very impressive to say the least. I can't wait to see it actually run, I might have to make a trip Ottawa way to see it.
83
« on: December 31 2012, 08:27:55 PM »
Does she have a sister?  Just kiddding, she sounds like a great wife and happy belated birthday.
84
« on: December 23 2012, 12:12:29 PM »
TWIN86GNS,
210/215 roller over hear from Mike at Full Throttle mated to 1:65 roller rockers in champion iron heads, 98% street car, lights up the tires at 55 mph in 3rd gear when you go WOT. Not scary, but you can hear them spinning.
Earl,
Thanks for this information above, good stuff!
Chuck
Chuck, Thanks for the post. Are you happy with your cam and if you had to do it all over again would you get the same cam again? If not would you go bigger or smaller?
85
« on: December 23 2012, 12:09:36 PM »
Earl,
Thanks for the video of checking the volume of the heads. I think I will try that next week sometime. I will see if I can find a large syringe or a turkey baster that will show ml.
86
« on: December 21 2012, 07:16:16 PM »
What mods are done to your car? I assume it is an 86-87 TR and it is running well? If it is then going to a 28" tall tire won't hurt it a bit as long as you are running mid to low 12's or better from my own personal experience.
I have run various gears in GN #1, 3.42 (stock) and they worked well, 3.90 (needed taller tires (28") to go as fast as the 3.42's), 4.88's needed 28" tall tires and using 4th gear to run the 1/4 mile, no quicker than 3.42's with 28" tall tires. 3.42's with 28" tires were quicker than 3.42's with 26" tall tires.
Good luck,
87
« on: December 21 2012, 07:10:42 PM »
Sorry I just realized that I have to update my signature on this board to show both GN #1 & GN #2 and their respective performance. I will get to that shortly.
88
« on: December 21 2012, 07:07:23 PM »
Any idea what the CC's are on the heads?
The reason I asked about compression is for two reasons. One is that alum heads need about 1 full point to be on par with iron. And second is that the wider cam lobe you use the less dynamic compression you end up with. When you're in overlap and/or delaying the intake closing event you're bleed off cylinder pressure and that has to be made up with static compression.
Oh, and Morel's all the way. The comp cams lifters aren't worth the box they come in.
Earl, I don't know what the 14 bolt Champion heads have for volume and I don't have the proper instruments to measure that. I've got some paper work from the machine shop but these heads were only vacuum checked and milled the 0.003".  The shortblock already has pistons, pins, rods, crank, etc installed / assembled, so how should I go about raising the compression ratio? Mill the heads some more (after getting the volume checked ?) and then get custom length pushrods if needed? Also how much extra performance will I gain with a bit of extra compression? I think I have read that on N/A engines 1 full point of CR is worth 10 - 15 horsepower on a V-8, what would it be worth on our boosted V-6? My other car, was originally built using stock (ported) heads with TRW pistons and after reviewing the notes from the machine shop and when my Dad switched to Aluminum, M&A heads nothing was changed but the heads and the car didn't seem to suffer any performance issues at that time (early 1990's). In other words, I am wondering again how much performance I will gain for what amount of money spent to increase the compression ratio more than it already is? What about a little extra boost to make up for the loss of static compression ratio? I am trying to get this engine running and installed without a huge outlay of cash over and above what I have already spent on it. But if I need to spend some more money, than I will budget accordingly and readjust time lines for when this engine will be installed in GN #2. Thanks for the props to the Morel lifters, I thought they were more desireable but I wasn't so sure after I saw they were cheaper than the Comps. Also it appears that Mike at Full Throttle has this cam kit on sale right now so that is good news.
89
« on: December 21 2012, 01:17:27 AM »
If a roller, I would pick something close to 210 degs at .050 lift. Very little lost on the bottom end and good to about 6000 rpm....more if he has the no preload lifters....act ually almost no preload..
Hopefully it has more than stock compression to offset the poorer thermal efficiency of the heads.
Steve, Thanks for the thoughts, so a 206-210 roller like Mike at Full Throttle sells should be a good choice? Here is the kit on Mike's site: http://www.fullthrottlespeed.com/customkititems.asp+kc+001BUROLLMOREL+eq+ Mike also offers this kit with both Morrel lifters and Comp lifters, any idea which would be the better choice? I was thinking the Morrell's would be superior, but then I noticed they were cheaper, and am concerned since cheaper quite often isn't better. Steve / Earl, The engine is probably going to be assembled with RJC Racing's steel head gaskets which Jason claims bumps the compression about 0.4:1 because the gaskets are 0.015 thinner. Also both the block and the heads were each decked 0.003" (so combined 0.006") so that should bump the compression another ~0.1:1. In other words the stock 8.5:1 compression ratio should be increased to about 9:1. I am thinking that 9:1 should be a good choice for an aluminum headed street car, your thoughts? Thanks for all of your thoughts and comments, keep em coming.
90
« on: December 20 2012, 03:28:19 PM »
A "friend" of mine recently purchased an almost complete engine, some assembly required.
The short block is plenty stout for what his ultimate goals are and it came with a set of GN 1 aluminum heads as well. The only part that this engine needs is to have a cam purchased and installed. He is looking for cam suggestions and he is leaning towards a roller cam.
So does anyone have any suggestions for a roller cam for a mostly weekend bruiser that will never be a daily driver but will see the odd road trip here and there along with a few trips to the track. Currently he has a 2800 stall lockup torque converter and will be using a stock turbo until funds allow a larger turbo, a season probably. He already has a good intercooler for when the larger turbo comes along and the car is currently running a good fuel system along with Julio's alcohol kit.
My friend would appreciate any and all thoughts on cam choice, thanks.
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