Real tech discussion on design, fabrication, testing, development of custom or adapted parts for Pontiac Fieros. Not questions about the power a CAI will give.
So i cc'd my mildly ported lz9 heads. I gasket matched the intake runners and cleaned up the bowls. I raised the roof in the exhaust port by a little bit, and cleaned up the bowl.
the runner volume is as follows.
intake 131cc
exhaust 75cc
unmodified will be a bit lower but it will give you an idea of where its at.
it was mentioned these were modeled after the ls1 heads. It seems so on the exhaust side, and the rocker arm ratio more than anything I think. The intake port I thought was gonna be closer to 160-170cc. I think ls1 heads are 190-200cc or so on the intake side and 70cc on the exh.
Also I got a exhaust manifold in from a G6. This manifold merges just 3 cylinders instead of all 6. It made me consider going with a twin turbo setup. you can see the exit from the g6 manifold is at 1.8 inches which is the same as the impala but the impala combines all 6 cylinders into that 1.8.
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Needle roller cam bearings are pretty serious shiz.
How will you handle cam thrust? (from the oil pump drive)
Does it keep VVT? I'd expect appropriate use of VVT could spool a turbo faster.
Using these bearings would not allow use of the factory vvt cam. They are machined and installed to use the comp cam roller cam that can be custom made for 3400 spec blocks.
Thrust is controlled by the factory stop at the front of the cam. Its a piece that bolts to the block.
These bearings would keep you from having to buy my bearings spacers.. Yes more expensive than my spacers at $200 but its no longer a bandaid setup which I kind of feel the spacers are. However the spacers are proven to work
Based on your pics of your oil pan in your turbo system thread, I looked up the PN for the engine mount bracket that goes with the LZ4/LZ9 (and LX9?) oil pan.
Here it is:
It *LOOKS LIKE* it might just drop onto the stock Fiero mount with little to no modification. I don't know if it would place the engine higher or lower than what you have now, though. I guess I'll have to quit jaw jacking and find out.
You might have to drill the holes to match the factory mount but that's no big deal.
Yea not sure if that will sit higher or lower than factory.
If you have an engine on a stand with a factory fiero bracket you could take measurements to find out. It looks close though. Could be a nice alternative
I saw your post on facebook, and figured I'd be more likely to get a reply here than there, but why would you want to run a distributor? the only performance gains I can see is that it might be slightly lighter than a DIS setup, or even a coil per cylinder setup like I have on my car.
"I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
maybe I'm out of the loop, but is a stock computer and distributor really anyone's game anymore?
"I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
Outside of the rapidly dwindling community of DIY OBDI tuners, I don't think so.
Although MSD dizzies with internal triggers and trigger modules without the distributor function are becoming more popular in muscle car communities, if the proliferation of such products is any indication of the size of the market.
personally, I like having less moving parts to break, or wear out. the wiring isn't hard, and the gains can be huge, especially at high rpms with high boost.
"I am not what you so glibly call to be a civilized man. I have broken with society for reasons which I alone am able to appreciate. I am therefore not subject to it's stupid laws, and I ask you to never allude to them in my presence again."
I sold off a lot of my stuff and traded some of it too. My fiero has been sitting outside under a tree since march with no engine in it. Can't get rid of it even when agreeing to peoples stupid lowball offers they still won't come get it. Its ridiculous.
As far as a distributor goes, I ran 16 lbs of boost, made 600 hp and revved the engine to 6500rpm did it all on factory distributor and cheap external coil. Never had a misfire ever. Not sure what benefit there is of going with dis since factory components can handle it just fine. Other than cleaning up the engine bay perhaps and allowing more intake options. That's all I see the swap to dis worth.
FieroPhrek working on that ls4 swap for 20 years and counting now. 20 years!!!!! LOL
BEWARE OF BEN PHELPS AND WOT-TECH MOTORSPORTS. YOU HAVE BEEN WARNED. WORSE THAN MILZY IMO
I did a little more follow up on the mount bracket.
The Buick Rendezvous was available with both the High Value and High Feature V6's in the same year. Both engines used the same rubber mount. The 10216970 bracket shown before is for the pushrod, but there are two different versions of the bracket for the 3.6: 10334474 & 10331334. I have one of each on the way for investigation. Depending on how difficult these are to adapt to the Fiero cradle, this could be a nearly bolt-in mount bracket for a high feature V6.
The Dark Side of Will wrote: ↑Fri Dec 21, 2018 6:38 pm
I did a little more follow up on the mount bracket.
The Buick Rendezvous was available with both the High Value and High Feature V6's in the same year. Both engines used the same rubber mount. The 10216970 bracket shown before is for the pushrod, but there are two different versions of the bracket for the 3.6: 10334474 & 10331334. I have one of each on the way for investigation. Depending on how difficult these are to adapt to the Fiero cradle, this could be a nearly bolt-in mount bracket for a high feature V6.
