It's not that we do not care. It's just that we need a merchant that is knowledgedgeable and will not rip people off ;)

Stopped by the shop today to see what was happening....

Looks a bit high in front...


Oh, that's why.



25,000 mile mildly-built 3400 anyone?



Tansmission is clean and has already received the new Quaife limited-slip -



As you saw in a previous picture, my brake lines are very rusty (the car has not seen winter driving in over 10 years)....GM must have used the cheapest shit they could find. Oh well....new stainless steel brake lines will be bent and installed.
When the new motor was coming out, they naturally disconnected the fuel lines....the plastic feed connector just disintegrated when the feed line was disconnected! So I probably avoided at best a large fuel leak, and at worst, an engine fire/explosion. So those get replaced also.

They need to transfer sensors/brackets/accessories over to the new motor, and the hope is that the new motor will go in by the end of the week.
It'll be 2 weeks until I get the power steering pump back from Turn One, and since I've gone this far, I may replace the stock 145,000 mile fuel pump with a Racetronix pump. New rear SS braided brake hoses, fresh brake fluid, and tuning.
Hoping to perhaps make a trip to Road America in early May - Midwest F-body Association is renting the track out May 3rd and 4th!

how much are you looking for for the "old" 3400?? even though I have most of the parts for my build already, a clean built motor like that might be easier hahah!! oh ya, and would you ship?? :p

I'll send you a PM, Tim.

Getting excited for you Matt, cant wait to see it done man!!!!! Good luck brother

:scpimp:

Sweet Matt! Super excited for you buddy. Hope this is finally the build that satisfies you for a while!

Hey, wait a minute, what does that numerical code mean?

They are 442 heads. Duh. ;)

Ok Matt... time for an update buddy! How's it looking?

Interestingly, I called the shop today and, surprise! Talked to someone.
Power steering pump is back from Turn One, and accessories have been transferred to the new motor. The motor has not gone in yet, because the new stainless brake line doesn't come in until Monday. After those get bent up and installed, it should not be too long.

Nice man! Progress is good then

If I could get the blasted vid to work in Photobucket.....

http://s641.photobucket.com/user/mat...0eeff.mp4.html

As you can hear, it's very mild.....almost stock-sounding. I'm kinda astounded by it. This is WOT's "Race" cam, boys and girls.
http://wot-tech.com/shop/gm-60v6/rac.../prod_244.html

Granted, it's still in open loop and idling at about 1000rpm, but still......
I guess that's what nearly 11:1 compression will do for you.

vertical video syndrome

congrats though lol

O.o Nice Matt... I'm still waiting for mine to be done...

So, I picked up my car from the shop about 10 days ago.
I had to repair a few problems I found (none of which was difficult to remedy but still kinda rubbed me the wrong way), but I have been taking a few short trips to gently break the motor in.
I haven't gone much over 3000 rpm, and my throttle applications have been very gentle.
When I finally do get to the point of giving it the beans, I might just be too frightened to do so. If it's anything like the was this thing pulls at low rpm, I'm pretty sure something's going to break in spectacular fashion. Seriously, it's like there are two extra cylinders under the hood. Not kidding.
Here's the details:
The original block was bored 1mm oversize, to fit the custom Diamond Racing pistons. The pistons are 2618 forgings, with coated skirts and SwainTech TBC on the crowns. The pistons swing on modified Scat forged connecting rods, with full-floating pins. The rods use Clevite H-series bearings on the big end, and have custom bronze bushings on the small end. The crank is the factory 3400 cast piece, but balanced and micro polished. The mains were line-honed, but the main caps are attached with factory bolts. The crank snout was turned down to accommodate the TCE double roller timing set. A WOT-TECH Race cam spins in the block, supported by Durabond coated SBC wide cam bearings.
The 3500 LX9 heads have been ported by WOT-TECH, and use Manley stainless steel valves, PAC Racing 1518 nitrided valve springs, and Manley titanium retainers. The heads also received SwainTech TBC on the combustion chambers, valve faces, and exhaust ports. The heads are cinched to the block with factory TTY bolts and sealed with Cometic MLS head gaskets. A ported 3500 LIM matches to a ported 3400 plenum to wrap up the top end. I re-used my 28# Trailblazer injectors and 65mm throttle body. No fender well intake here either, just a K&N panel filter in the factory airbox. On the exhaust side, SwainTech White Lightning-coated MMS headers, a Magnaflow catalytic converter, and a Borla cat-back.
I changed out the Delrin bushings in the transmission mounts for polyurethane. It made a huge difference in the comfort and livability of the car. The F40 6-speed was treated to a Quaife helical limited-slip differential.
The car idles happily at about 750rpm, and pulls away from rest very smoothly with no bucking. This cam has less overlap than my old one, which contributes to the mild manners. The upside (partially due to the calculated 10.85:1 compression ratio) is lots of low end grunt and no perceptible peaks or valleys. But, like I said, I haven't even gotten into it yet.
This is probably one of the more ambitious engine builds, and it took a long time to get to this point. Hopefully, it'll continue to impress me as time goes on.
I'll try to update my impressions over the coming months.

Sounds good Matt! I can't wait to hear how this progresses long term :)

wow. Thats one heck of a build. cant wait to see what happens when you lay your foot into it.

Can you tell if the changes that I did with tiny tuner helped anything?

Thats what I want to know too.