GT Motorsports Short/Long Blocks
12-27-2006, 01:49 PM
#21
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Damn those pics make my mouth water. I'm ALMOST there and wanna drop some coin today but I can't, damnit 
Promised myself I would take a logical approach to this project.
Sam, you've hereby earned the label my old girlfriend used to have in the day....
TEASE
Promised myself I would take a logical approach to this project. Sam, you've hereby earned the label my old girlfriend used to have in the day....
TEASE
12-27-2006, 07:07 PM
#23
Hi Guys
Some answers on power goals.
It really depends on what the intended use of the car is. If you are building a street car that is going to running 13 to 15 PSI stage 1 block will be more than adequate and will be able to accomplish 500 to 550 WHP on 91 octane. If the plan is to run 18 psi and beyond I would recommend a stage 2 block. That being said, to this day we don't really have any scientific hard data as far what is the limit of the stock block/when is it that sleeves becomerequired. Most the the tear downs that we have done on built motors that have failed are the result of workmanship issues, like incorrect machining/final assembly/tuning issues. Little further down the road when we start taking apart built z engines that had survived the machining/assembly process AND survived tuning, with 30 to 50 k miles of hard use without catastrophic failures, we can really determine how well a unsleeved vq is taking the ware and tare vs. a sleeved engine.
Some answers on power goals.
It really depends on what the intended use of the car is. If you are building a street car that is going to running 13 to 15 PSI stage 1 block will be more than adequate and will be able to accomplish 500 to 550 WHP on 91 octane. If the plan is to run 18 psi and beyond I would recommend a stage 2 block. That being said, to this day we don't really have any scientific hard data as far what is the limit of the stock block/when is it that sleeves becomerequired. Most the the tear downs that we have done on built motors that have failed are the result of workmanship issues, like incorrect machining/final assembly/tuning issues. Little further down the road when we start taking apart built z engines that had survived the machining/assembly process AND survived tuning, with 30 to 50 k miles of hard use without catastrophic failures, we can really determine how well a unsleeved vq is taking the ware and tare vs. a sleeved engine.
12-27-2006, 07:39 PM
#24
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Originally Posted by BrianLG35C
Thanks again Sam, for our recent phone conversation regarding your head packages. How much $ for the above option and what year of the VQ is this TSB referring to? How much to get a long block core included?
you must hold the record for longest downtime on a motor
12-27-2006, 07:58 PM
#25
Originally Posted by brooke
! question though, I'm interested in the coolant mod you did on the motor?? Care to give any
details on how too??
details on how too??
12-27-2006, 08:16 PM
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Originally Posted by Beer Goggles
What is stage 0 good to? I'm just looking to get about 400-450whp, nothing crazy.
12-27-2006, 08:23 PM
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Hey Sam you are the best. Nobody is more dedicated and precise at what they do like you are with your work. Remember me? I'm Kam, the guy whos N/A Z you tuned. I'll be coming down soon enough for further modification once I start making good money again ...
12-27-2006, 08:27 PM
#29
Originally Posted by BrianLG35C
Thanks again Sam, for our recent phone conversation regarding your head packages. How much $ for the above option and what year of the VQ is this TSB referring to? How much to get a long block core included?
12-28-2006, 08:55 AM
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Originally Posted by leeboyNY
Wow! How much is the core charge? Also, the wiseco pistons used in stage 0 isn't the same wiseco pistons from any other shops? Lastly, can I choose compression ratios as well?
12-28-2006, 09:46 AM
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Originally Posted by Sam@GTM
The TSB is to address a momentary noise after a cold start from the timing cover area,it get mistaken for a timing chain tensioner or guide ,there is a spring that keep tension on the VVT sprocket ,the spring brakes or get weekend witch will cause the noise ,these sprockets are not cheep there are about $500 give or take each .I will scan the TSB and post it here . we have seen this problem mainly on the early 03-04 models .
12-28-2006, 10:38 AM
#37
Originally Posted by leeboyNY
Wow! How much is the core charge? Also, the wiseco pistons used in stage 0 isn't the same wiseco pistons from any other shops? Lastly, can I choose compression ratios as well?
12-28-2006, 03:27 PM
#38
Originally Posted by BrianLG35C
Thanks again Sam, for our recent phone conversation regarding your head packages. How much $ for the above option and what year of the VQ is this TSB referring to? How much to get a long block core included?
As stated the Sprockets are appox $500 ea. and applys to the 03-04 model VQ35 engines. I would recommend that you try and source out your own longblock for a core if you need a new block. Prices are usually $1,500 to $2,200. But if you need one I think we have a few in stock
Let me know if you have any other questions!
-George
GT Motorsports
12-28-2006, 03:36 PM
#39
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Originally Posted by George@GTM
Hey Brian,
As stated the Sprockets are appox $500 ea. and applys to the 03-04 model VQ35 engines. I would recommend that you try and source out your own longblock for a core if you need a new block. Prices are usually $1,500 to $2,200. But if you need one I think we have a few in stock
Let me know if you have any other questions!
-George
GT Motorsports
As stated the Sprockets are appox $500 ea. and applys to the 03-04 model VQ35 engines. I would recommend that you try and source out your own longblock for a core if you need a new block. Prices are usually $1,500 to $2,200. But if you need one I think we have a few in stock
Let me know if you have any other questions!
-George
GT Motorsports
you guys still didnt get shelves
where's the second story storage??? come on guys... next time I'm there I want to see alphabatized organization