Where does the exhaust go? It goes out of the fender of course!
That is how all the outlaw cars do it now!

After four sets of pistons Craig and I decided to call it quits on the N2O. Not long after we decided to change the combination we found out why it was hurting pistons. A JE piston rep confirmed the pistons were under engineered for the power level. This caused the pistons to collapse over the wrist pins. The fix was to use a heavy small block nitrous piston. We would have really liked to known what this combination would have run after all this time and effort spent on it. In a kind of sad way it was hard to pull all the nitrous off. Not to dwell on the past but look to the future!

A Turbonetics 78mm turbo capable of 1100 hp is in the frame rails. This turbo should give us enough power and reliability for a long time. Well, that is what all the turbo gods have been preaching to us. Well, hell after all this nitrous fiasco I’m game for a new challenge.

Steven

Finished Engine Assembly

M6 is ready for another dyno session at Murillo’s. We will watch the motor pulls closely before attempting any nitrous pulls. In the event everything looks good and the nitrous pulls go well, we are going to the 8.5 outlaw races Saturday.

A fresh set of JE’s pistons are in the motor now. We did some port work to the head and raised the compression as well. A fresh drum of VP Q16 will fill the cell. We have one more surprise on the way and then it’s off to the dyno.

Stay tuned M6 fan’s

Now another thing to deal with is our fuel supplier, Torco, went out
of business and we have three gallons of fuel. Now we need to figure out
if VP C16 fuel will work with our tune up.

The result was all the grounding straps were burned off the spark plugs. We though we hurt it good, luckily it is OK. After rerouting the crank trigger wire the timing is OK. We have
not been to the track sense this ordeal.

I will keep you all posted!

The motor tune was almost perfect with great idle qualities and part throttle performance for race car. We did some staggered jetting on the nitrous and all the plugs look great. We also played with the timing curve and found 25 hp.

It just all around runs better with NO head gasket leaks!

After weeks of testing and measuring we found the rocker arms are the culprit. The Harland Sharp rocker arms were not designed to use with this aggressive cam. This is why a Jesel valve train setup is standard on all out race motors. This rocker issue has been with us sense day one. Now we have an accurate degree wheel to see it.

No telling how much HP it has been costing us over the years.  L6 motors need there own rocker not a reworked BB Chevy unit. The valve train geometry in a L6 is so much different than a V8. We have a couple ways in mind to fix it and I let you guys know how it woks out! 

Steven….someday I’m going to build a LS1 v8 to see how easy it is!

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