can I ask why you are doing all this tuning when you are planning for a new short block soon?

Because the injectors arrived, and I'd like to get an idea of what it will be running for FP before I tear down and rebuild. Less to figure out later.

The intercooler will be throwing in yet another variable with the smaller pulley and greater demand for fuel. I'll be close with this current work, then tune it from there when it goes back together.

When do you plan on the new engine?

BTW: Do you eat dinner off your engine each night?

No his supercharger is the skilite to fry eggs on. Don't you notice the teflon coating.



(Please note the above is a joke. Willwrens supercharger is not coated in teflon)


Bill aren't you afraid you have surpassed the limits of that the JET chip tune can do for your car.

Kyle, new engine will happen when I find a good candidate. I should have one within 2 weeks.

Olds, no I haven't surpassed what the jet PCM can do for me. I haven't done anything to the car that dramatically changes where the power is delivered, and as such, am not in need of a shift point change yet.

All other aspects have been either mechanically tuned as I went, or electrically tuned by myself.

The stock PCM with the Jet piggyback Eprom will easily carry the car into the 13'* in 2008. That will change if/when I go with a cam.

I know where there is a 68k 94 l67 complete... I could probably even compression test it and figure out shipping costs.

I've got a possible good candidate 10 miles away for $650 with good compression. It'll be hard to beat that with shipping. Vital49 is also on standby in the Flint area in case this one falls through, so I'll get back to you if I lose this one too (I lost a beautiful candidate while I was on my trip to MN).

It'* good to see you experimenting with more stuff and letting us know. Why do you need the replacement engine to have good compression if you're going to work on it? This may be a lousy question, but I'm sincerely interested. Wouldn't you port and polish the goods and adjust everything on either a bad engine or a good engine if it goes inside the Zilla?

You may have missed the topic where a 16-year old blonde chick pumped 87 octane into my car causing me to pop a piston 5 miles later?

I'm only swapping BOTTOM ENDS. My current top end including heads will go on the new bottom end. The only performance change is a MILD custom intercooler for next year. I'll get back to a 2.0" pulley on pump gas, on the hottest summer days.

I'm dialing in the fuel pressure for the 32lb injectors in order to give myself a starting point for spring scans/tuning.

The current BOTTOM end in the Zilla will be rebuilt at my leisure after the new bottom end is installed, and I already have the needed replacement piston. It will be set aside as a spare for either of my cars that may need it. The reason for this is simple:

1. Only about 5000 Bonnevilles from 92-95 were produced with L67'*.
2. Very few other cars were, and this limits the number of available engines that are getting older each year.
3. The population density (and car population density) in the pacific NW is very sparse. This limits the numbers of available engines without paying horrible shipping costs.

I'll have a rebuilt spare short block for either car. Well-oiled and sealed in plastic. The replacement motor I found has about a 10% compression advantage over the current Zilla motor, and that'* not counting cylinder-cylinder %.

So the plan for the Zilla is:

1. Good compression replacement block, crank, rods, pistons.
2. My current ported cylinder heads, custom pushrods, and 1.8 rockers move to the new bottom end.
3. A NEW LIM and SC (machined for intercooler) move to the new bottom end, ported to match the heads, and with the intercooler parts.

SLE:

1. Port the heads from the new motor to match the Zilla'* so that I can:
2. Use the Zilla'* current over-ported LIM and ported SC on the 95.

Why?

Because if I cam the Zilla next year, I can go back to stock 1.6 roller rockers on it, and move the 1.8 rockers to the 95.

Cylinder heads, LIM'*, and SC'* are compatible between both cars.

It pays to plan ahead.

Oh, sorry for the confusion. I didn't actually miss the post about the 87 octane, but I meant to ask if you really need the replacement bottom end to have had good compression as the engine it was before you take it. So if there'* a 150K-mile engine with bad compression, about a 15% variance among the cylinders, why not take it as the replacement block? Would it not work since you're going to port everything? Or do assume incorrectly, and you're going to leave the bottom stock for now?

Good planning, by the way. Good luck with the camshaft, and can you tell me where I can get one for a Series 1? It'* either really hard to find or custom.

I guess you get so many PMs each day that you may have missed mine (Mon Oct 01, 2007 12:04 am). I found a couple of bottom ends from the early 90s that I thought you'd be interested in. I know one of them for a fact is a 94 L67, and I may be able to pick it up for about $150. I don't know if Oregon JYs are way more expensive than Indiana'*, or you're just looking to buy an entire car and take out the block, but if you'd like, you can add my find to your list of fallbacks blocks.