The Resurrection: 94 Firebird Formula

[SSlowBoat]

Just curious. What and how much are you planning to gain out of this intake set up?

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better cylinder distribution with more nitrous. like to be bottom 11's on motor, maybe a hair better but i dont think it has it in it without a major diet, mid 9's on 200ish jets with a nitrous outlet stinger 2 plate.

oh, and because it looks cool

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[Brandon++S]

I see. I thought you were mid 9's already. Definitely looks cool! I would like to see a pic of your new muffler setup. Sounds awesome

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[SSlowBoat]

I see. I thought you were mid 9's already. Definitely looks cool! I would like to see a pic of your new muffler setup. Sounds awesome

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9.90/9.93, not yet, soon

ill get you a pic tomorrow. its blue and round lol portermufflers dot com

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[SSlowBoat]

porters muffler

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[SSlowBoat]

one thing ive avoided, but now its happening.

me and @Ltconvert dropping the motor

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[SSlowBoat]

welp, we found it. so far only passenger side head off, but here it is. looks like #7 ate the electrode, like it broke off, and wedged between the valve/valve seat and head.

shit.

all exhaust valves have pitting on the seat surface, like rust pitting, as well as the seats themselves. exhaust guides have some play too. not sure how much this is gonna be, but oh well.


good news is bore looks fine, piston looks fine, rings look fine. thank you @Injuneer for using good parts when you built this.

also glaring obvious is the LT intake distribution issues when fogging infront of tb, can see the lead on the exhaust valves less and less from front to back.

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[Injuneer]

I originally suggested a plate for the dry nitrous. Second Street said no way, plate cylinder-to-cylinder nitrous distribution was terrible in the LT intake. They moved the nozzles as far forward as we could. Then using the injectors for all the fuel insured good fuel distribution. Bill was pulling all the plugs after the engine dyno pulls to look for signs of imbalance.

The BME pistons were custom made. They don’t sell off-the-shelf. It was explained to me that the pistons were very heavy, due to the heavier crown to handle the nitrous. The top ring was dropped maybe an extra 1/4” to get it out of the heat. (I wish I had taken a picture of one of the pistons). The lower ring pack and the higher pin for the 5.85” rods apparently cause the piston to rock more. The heavy weight and additional rock were explained as contributing to the “low” HP running NA.

When I put the NOS dry nitrous kit on it about 6 months after I bought the car new, I burned the electrodes off the plugs. I was running an aftermarket AFPR, and it didn’t respond correctly to the added pressure on the vacuum compensation port, applied by a slipstream of the nitrous, regulated through a CO2 regulator to boost the fuel pressure upwards to 80-90 PSI.

At first NOS thought the inline booster pump might have been bad. I lived less than an hour from the NOS facility in Cali, so they told me to bring the Bosch pump in so they could test it. Pump was fine, so I mentioned the aftermarket AFPR, and they said to try putting the stock FPR back in. That mostly solved the burned electrode problem. NGK plugs without the extended nose also helped. I realized at that point I was probably one of the first people running the 125 HP NOS 5176-EO dry kit. Really a nice boot in the ass on a basically stock engine. Surprised a Viper one night when it was running correctly.

[SSlowBoat]

I originally suggested a plate for the dry nitrous. Second Street said no way, plate cylinder-to-cylinder nitrous distribution was terrible in the LT intake. They moved the nozzles as far forward as we could. Then using the injectors for all the fuel insured good fuel distribution. Bill was pulling all the plugs after the engine dyno pulls to look for signs of imbalance.

The BME pistons were custom made. They don’t sell off-the-shelf. It was explained to me that the pistons were very heavy, due to the heavier crown to handle the nitrous. The top ring was dropped maybe an extra 1/4” to get it out of the heat. (I wish I had taken a picture of one of the pistons). The lower ring pack and the higher pin for the 5.85” rods apparently cause the piston to rock more. The heavy weight and additional rock were explained as contributing to the “low” HP running NA.

When I put the NOS dry nitrous kit on it about 6 months after I bought the car new, I burned the electrodes off the plugs. I was running an aftermarket AFPR, and it didn’t respond correctly to the added pressure on the vacuum compensation port, applied by a slipstream of the nitrous, regulated through a CO2 regulator to boost the fuel pressure upwards to 80-90 PSI.

At first NOS thought the inline booster pump might have been bad. I lived less than an hour from the NOS facility in Cali, so they told me to bring the Bosch pump in so they could test it. Pump was fine, so I mentioned the aftermarket AFPR, and they said to try putting the stock FPR back in. That mostly solved the burned electrode problem. NGK plugs without the extended nose also helped. I realized at that point I was probably one of the first people running the 125 HP NOS 5176-EO dry kit. Really a nice boot in the ass on a basically stock engine. Surprised a Viper one night when it was running correctly.

it is what it is if the fuel filter didnt plug that i had just put in it wouldnt have ate the plug and caused this.

it will be fixed, it will be back. it could be much worse, those bme pistons are bad ass. surprised by a felpro 1074 and the fact that this is all the damage, a testament to the build quality, figured the head gasket wouldve been nuked too

i have stuff i wanted to change on here for a while too and now the car is wide open for some work. fuel lines will be rerouted, unnecessary wires removed, etc. guess this gave me a reason lol

she will live on!

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[shownomercy]

This looks like the perfect time to get her setup for a turbo.

[SSlowBoat]

This looks like the perfect time to get her setup for a turbo.

.......this fuggin guy........

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