Beretta.net

the 60e weighs 135#?

Those are some nice looking and well made mounts, good job.

Lol!! The 60-e weighs and amazing 194lbs...WET!! I am flabbergasted..really!! Thanks for setting me straight steph, Ribz and Tgtu...   I could have potentially been building a dragster (go straight only) the 80-e  would have put me about another~100lbs!!

Thanks Wicked...

wow thats alot more than I thought.

Quote (spacecadetz26 @ Apr. 24 2005,22:17)wow thats alot more than I thought.
60lbs more!!
             ...if I could only loose 20lbs...

All of your work is looking great.  I hadn't checked the thread in probably week, looks like you've been working fast.

Quote looks like you've been working fast.

DITO

Even if you went with the 80e..it would have to have been after 95 models. Earlier models had cracking issues around the bell housings...GM addressed this in 96 models buy casting them thicker on the bell housing.

Tgtu,
        You are right...however the one in my possession was from an '03 4.0 V8 Olds (L47...I believe)...with 3.71:1 FDR. Yep a screamer with RPM potential. I don't know about cornering response  

Life blood of turbo and engine..."tee'd" the oil pressure sender





Will be using AN fittings...old hoses are visting the trash...

Added a fitting (AN) for power steering...

Final engine mount...Chris West helped box the dogbone, I must have been making an @ss of myself trying to fabricate a ghetto mount...lol!!!



Made a bracket for the ignition module (aluminum piece)...




Kay that all for now...

REDONE GONE REBORN...
Right now I am considering how to run the turbo exhaust...the headers are still in 'phase', so is the DP...this are the only things that will keep me, I am brain dead when it comes to welding...I am at the mercy of another...I hope it doesn't go into snail mods because this guys "two men crew" (WCF) are really busy


someone decided to be funny!!
I took the paint of the aluminum valve cover because I had a dream and I was getting polished...lol!



A member hit me up and wanted to know the difference or rather if given a choice between an SI, SII or SIII what will be the better engine...this is regarding the 3800 V6.
Right now everyone selling the SIII will bend you over and try to use sand to ...well if you have an adventurous mind you get the picture ...however it is a better engine overall not really worth the price though (for now)...and I am talking solemnly about the supercharged variant. Unless you are going turbo don't consider the N/A as a matter of fact don't even consider the N/A...I got mine as a short block and opted for a lot of deletes since I had several parts from a SII anyway. The SIII has a "higher threshold" (nicer set of gm stock con-rods) for RPM an been the engine as an inherent over square engine winding it up within another 400-500RPMs will not be a problem*...Unfortunately I don't have a transmission to go into that territory so I had the PCM reprogrammed to shift at 6000RPM (only 2-3 shift)...
The SII supercharged is down on hp when compared to an SIII, however easier to work with...in regards to wiring...I am still OBD2. Unless you have been given an SI free...I won't even consider it, although they are 'rumored' to be sturdier than the SII...cannot substantiate that

Ok to continue my soliloquy
...I received my injectors and had them balanced locally...just to make sure!! I am still contemplating if to change fuel pump...it has been a while...I use a corvette Fp. The injectors are 36lb injectors eight (8) of them. 2 are auxillaries and will probably be used somehow...my plan ultimately is to run a max of 14psi nothing more...for now I will keep boost  'lowkey' and see how the engine responds to little increments...
I am also debating what MAF to run and how to run it blow-thru or suck-thru...





they are 3", 3.5" non--ported and 3.5" ported...I also have a 4" (no pic)...I want to really run a bigger MAF because of the MAF recalibrator, the bigger the MAF the slower the air velocity and hence the larger the injector I can potentially run (up to point at least) however my piping will be 21/4" onthe cold side...jumping to 3" or 4" will look like @ss...

I have a reprogrammed PCM however I absolutely do not trust the tune for fuel and timing several thousand miles away. I opted for a rev-limiter engagement at 6K RPM, no speed limiter, different shift, ability to read 2-bar, EGR delete and purge delete...that is it. Dependent on how things go, I might end up buying the DIY reprogrammer.

been there done that and bought a
...lol!!
Darn lurkers

I think nocutt likes to read his own writing.....  

Its cool though, so your going with a DHP burn? Or are you getting the Power Tuner?

Bone
      ...my @ss it getting old, especially when receiving several emails a day...I might as well put it were it can be seen...~1900 views, few comments...plenty emails...I'll rather spill here  

As for the DHP, I really do not want to get into a constant reprogramming as of now...I just went for the burn which was very dumb considering what I spent. I have two computers that can actively change fuel and timing (blackboxes) and I can view the changes...the powertuner is for those who love to tinker with numbers...I don't have time for that right now...then again I won't know till I fire this thing up...