BenKey

$450 for what? I thought you had a warranty? I know the changing of the trans fluid wasn't that much - that looked like the only thing that wouldn't be covered. What was it that your warranty was for again? Your hitch, maybe?

Techron fuel injection cleaner, made by Chevron, is the recommended fuel injection cleaner by quite a few manufacturers. It has the little Chevron symbol on it and comes in a black bottle. Supposedly, their gas has it already added in. If the #1 in that list is a best to worst list, it would not surprise me that Chevron ranks at the top.

Like I said, I didn't hit WOT too much for very long. I found one period in my logs where I held it for about 1 sec and another for just under 2 sec - it shows 100%. A couple of times I just hit it real fast and they all show 100% also. Have all the guys that have switched over having this problem?

Straight back from the headers? Drivers side has a transfer case in the way. Better pushing the driver's side over to the pass side, then going back.

Tried taking it back. The place I had my wife's car done it's warranted for life. They have already replaced it once.

Not much is.

That's just it...if you plan to put on the headers and leave them and be legal - go with ASMs. If you planned to do any work with it, why not save a little on the headers. Power will probably be about the same. I figure people with FI applications would want more anyway.

Looks awesome.

All fixed now.

Good deal I would start with that 2.9" pulley before you go any lower and just get a look.

Just what is it you're trying to say here?

Is it a OBD-III?

Cool. Let us know how much boost you're able to maintain with the extra cubes. I would expect you to run out of injector if you're able to get above 5-6lbs. I hope you have scanning capability or a wideband to monitor that. Hate to see you loose that new motor.

ASMs are nice headers. Fitment is perfect. One thing I liked about ASMs vs the Pacesetters that I now have, is that the ASMs accounted for you keeping your cats. Pacesetter doesn't really care one way or the other. It forces you more to do something custom, or otherwise. ASMs can be done in no time with a little welding. If I had to do it all over again, I would have bought the Pacestters from the beginning, if they had them then. As it was, buying the ASMs first, I was looking almost immediately how to change it to what I now have. For the price, nothing touches Pacesetters. Ask me again in 6months.

There is one for the vacuum assist on the MC. I know I could tee off of that if need be. I already scaled my table and really don't notice much diff tuning-wise in the little bit of VE tuning that I have done. What are the ups and downs of doing it either way?

Got my slight issue with the leaking fuel line fixed and took it out on the road to do some VE tuning. Trying to get the fueling where it needed to be for the larger TB and more airflow. I can say that it does feel like a slight loss in low-end torque, BUT I have not done a WOT run from a stop yet to fully determine that. Strokers have gobs of torque, so if I did loose a little it will not affect things too much. I did punch it a few times just to give me an idea of what I need to do for PE tuning. All I can say is that the motor really screams now. To properly characterize that, it has a lot more induction noise, similar to changing from the stock intake to a Volant or other. The acceleration is much smoother and it definitely feels stronger at this point. I will know more on that when I start working on WOT stuff. One added benefit was the idle is much smoother. I actually feel like I could lower my idle rpms down a little. It is very quiet in the lower rpms while driving, almost scary quiet. Of course that changes drastically when you mash the pedal. Really does sound even more badass than it did before. Will post up tomorrow or this weekend how it is for WOT. I want to get my catchcan in before I do too much of that.

A 408 is actually just a 6.0L block. A 6.0L block does not become a LQ9/LQ4 until rotating is assy is added with the 317 heads. So if you were looking to do a 408, it could be done with any 6.0L block. The engine code doesn't have much to do with it. A 408 is a .030" bored 6.0L - 4" stroke.

There is a place for it on the FPR, but no provision on the FAST intake. If it can be resolved by tuning, then that to me would be much easier than trying to fab something for the intake. Appreciate the input, fellas. The '04s don't have a vacuum ref'd FPR either, right? Anyone have a stock "04 or above truck tune. I would just like to see how closely what I have put in my IFR mirrors what's in their's. Just curious.

I already had that, thanks. I was just needing confirmation that I was reading right - that I needed to do it.

I could be alone here, but I'm guessing that you would never be able to realize the full capacity of the 122 due to the high CR of the LQ9. Unless, it still makes more power at the same boost. If you were 9:1 or lower, I think it would be worth it.

Holy crap that is a big cam. .921"/.880" lift I preach Futral all the time - his builds, head/cam combos, etc, etc, are some of the best, if not the best out there.

Since I have shifted to aftermarket rails and fuel pressure regulator and no longer have a vacuum referenced FPR, do I need to increase my IFR by increase in kpa? This vs the flat IFR.

Okay, you talked me into it. I just ordered one.

That's a great idea.

I've done only two shift kits. One was okay for difficulty. One was fairly easy. The one that was easy had much more parts and I messed with the servo - new thing for me. The other one had very few pieces (B&M), but was harder to figure out what they were trying to say. The one I have in this truck was super easy and I did some of the same stuff and then some, as the last one. The main difference, other than having "some" experience, was the detailed directions with very detailed pictures. I think my 9yr old could have figured them out.