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Hello. I'm posting these pics for others to use as a reference when installing S&S headers. This was done to a 1995 Pontiac Grand Prix.
Test fitting the rear S&S header I noticed that it was resting on the firewall without the dog bones completely installed. So I needed quite a bit of clearance.
I used an airhammer to pound in the firewall. With the dog bones in place I can now rock my engine back and forth and still have .25" clearance at the tighest section on the passenger side of the rear header.
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By bszopi at 01/27/2007 - 18:04
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What is a camshaft, exactly? Well, according to the dictionary, it is just a shaft that holds cams. So then, what is a cam? Let's again look at the dictionary for the exact description...
Cam : An eccentric or multiply curved wheel mounted on a rotating shaft, used to produce variable or reciprocating motion in another engaged or contacted part.
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Aluminum Cylinder Head
Taken from the GM Performance catalog, this is comparing it with the gen 2 aluminum heads.
The Gen III cylinder heads are used in late model V6/60 engines for improved performance. They feature an increase of .040" in intake valve diameter and a reshaped port for a flow improvement of 16.7% at 0.450" of valve lift. The exhaust port has been reshaped into a "D" port configuration for a flow improvement of 31.7% at 0.450" of valve lift.
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Gen 3 stamped steel rocker arms are 1.6:1, just like the roller rockers used in later gen 3 motors. The roller rockers are better however due to having less friction at the fulcrum. For valve springs, you can use LS1 or LS6 springs, using the proper hardware.
Requirements for using LS1 or LS6 springs
LS1 Springs
LS1 Spring Seats (bronze shim)
3.1L vin"T" mpfi Valve seals 6 Exhaust, 6intake (they are different)
For the LS6 Springs, the GM part# is: 12586484
You can reuse the gen 3 locks and cap if you want, or the LS1.
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Building an engine for boost. Ok, lemme just do a quick rundown of my thoughts when it comes to building an engine for boost.
Crank: Stock is fine, but recommended mods would be getting it knife edged and balanced. There are a few other processes out there (cyro-treatment, etc), but since I have only heard of a limited number of crank failures (mainly due to oiling issues), its not a concern. Aftermarket definately isn't worth the price unless the stroke can be changed.
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