The above PCM wouldn't even properly control a 92/92 L67, much less a 94/95. Let alone a 4T65E trans.

And why would you LOWER compression to RAISE boost? You would have gained more going the OTHER way. I very nearly did that last year. You want compression and timing before you want more boost.

I'm really at a loss to figure out what you're trying to do here.

I think we should at least give this guy a little room to breathe..

It sounds like he stuffed some 65 guts into a 60 case. Thats been done before.
A L27 pcm could run a S1 L67 but obviously not as well as the original pcm..
Hogging out the combustion chamber in the head will lower compression (and unshroud the valves) in addition to the thicker headgaskets. Lowering the compression with an m62 isn't really the best thing to do but neither is it with a m90 and people do that..
Who cares if he bought extra parts that he didn't need? If he'* never on a computer he won't really know what fails first etc.
He painted his blower.. Not a good idea but it'* also no the first time someone has done it..

Alot of the stuff seems b.sey. But I don't think he'* even getting a fair shot.
I'd be pissed too if I didn't frequent that much and had a bunch of people calling me a poser etc. in a thread I can't even post in anymore.. And if he dosen't frequent that much, maybe that'* why some of the previous questions in past threads never got answered..

I'm not saying I believe everything this guy is saying, but damn, turn the heat down cause all your gonna get is heat back.

:?

I would laugh too!

No, they aren't the exact same. They're VERY different, particularly in the way the PCM controls them.

You swapped your 4T60 gears into the 65? That'* what I read. And the fact that you have a 'stage 3' shift kit tells me you certainly do (at least think you have) have a 4T65E running off a 91/92 L27 PCM, which is impossible, and I'm not talking about shift points.

So to clear this up, he didn't swap 65 parts into the 60, he did it the other way around. Mike, I agree with you that we're being pretty harsh, but it'* been pretty mellow up until now. He'* been given ample opportunity to answer the questions raised, and has made no attempt to do so. Far too much of what he'* posted he is either very misinformed about (someone else built it and he doesn't understand?) or he'* trying something he thinks will work, and it won't.

I'd like to know more about those rockers and crank. I still don't understand why the heads were ported with the valvetrain still installed.

All I know is that I'd like to see more of this. More of the port work(I like that stuff). Even with a lot of mismatched information about what is going on here, I will give the benefit of the doubt and look forward to knowing the full details on how, why, and WTF.

I agree with Mike we all need to easy up on oldsrocket a little.

I see pictures of heads installed on a block & then a picture of what looks like a head off the car with the valve train attached. I don't see anything that would make me think it was ported with the valve train attached.


Ed

Ed, look at that pic of the exhaust side of the cylinder head. I can clearly see massive amounts of iron shavings stuck to the ports by cutting lubricant. I know exactly what it looks like from experience. If you look closely, you can see the buildup, and also see the valvetrain (including rocker arms, springs, valves, etc) are still installed on that cylinder head.

not that it really matters, but i obviously have my doubts on the kr.


but that aside, i must say that the engine and blower look awesome. even if it doesn't perform well for heat dissipation, it does look really cool. so good job on that.

Anybody else notice the valve covers? That was the first thing I noticed on that motor, other than the whole Darth Vader look.


Kinda makes me wonder how in the h3LL he doesn't have any leaks up there.