—Bauker™—

Are those the ones in your profile? Good Years?

I've done about 10 bottles. I need to go back and get dynod this week but it was on par for 440rwhp and did hit 585rwtq at 3200rpms, and that's on a conservative tune in the Arizona heat and only 7 cylinders, mind you. With the stock jetting it ran lean, which is why we had to prematurely ended the dyno session. There was some detonation and fouled a spark plug, hence the 7 cylinder dyno. But I’m going to try and get back to the dyno tomorrow and see what she puts down on the same tune and the same hot ass weather. NX’s website has the install instruction that you can download. It gives you a pretty good idea of the modification that need to be done to the MAFS.

If the clearance is good, this is one hell of a deal.

No, your truck will catch fire. Of course it's safe.

We've got a grip load of hemi-chargers here now too. and new bmw bikes with new outfits. They look like something out of Judge Dred

I have the same problem. I went and bought some Baer 6 pistons on thinking it would solve the problem. Well, it's not the brakes. I accredit the vibration to the piss poor Good Years GM put on this tank. Mine are bald now so I'm looking for something better. Too bad they don't make drag radials in a 20".

I've been running that system for about 3 months on a 150shot. It's not hidden and to remove it you would need an extra MAFS because you have to cut the old one to install that kit. Be sure and install colder plugs (ngk tr6) when you run nitrous. Also get the truck on a dyno to check your air/fuel ratio with out without nitrous, then with. Be prepared with some extra jetting just incase you have to tune your fuel. Do not spray on the motor without it being tuned.

Christ, if you wanna call it a build motor because he changed some bolts, then by all means... The motor blew due to a "nitrous mishap" in the staging lanes, so you got me there. My argument is that you can buy the best 408, heads, cam, intake, etc. and have a motor that would kick the shit out of the LS7 for the same price, if not much less. That's the same short block that made over 1000rwhp in parish's truck, and is now making more power. Parish did 640rwhp + a 75shot on a basically stock(IMO) LQ9. I'm sure he broke the 700rwhp mark in doing so. But I'm sure you'll debate that too, because he didn't have stock exhaust, so it was practically a built big block...

You guys sure about that? A 295/50/20 is 31.7" tall, while a 275/55/20 is 31.9. Maybe you mean it's an inch wider?

You have to keep in mind that phrase: there is no replacement for displacement. No one is putting down 700 RWHP in stock trim with just FI in a LQ9. Show the numbers. 700 hp to the crank is more realistically. The stock ls7 has a really mild cam. With a came swap and headers would pick you up a considerable amount more of power. The heads on it are one of the best flowing around stock, port them and they will flow ridicules numbers. The only problem with the ls7 is its restrictive intake a cast pistons. Once FAST comes out with the intake for the ls7 that engine is going to put out crazy numbers. change the piston and rods and you can spray a 300 shot with no problem. Yes the engine is 12,000, but for that price it comes with everything, just bolt in it. Call around to any performance company and you wont be able to get a 427 complete for that price. Yes you can put down good numbers with "$5,500" supercharger. A good way to look at it is, take a lq9, supercharge it and put it in a corvette. it will not run the same times as the ls7. <{POST_SNAPBACK}> On his old setup, Parish did 640rwhp on a stock lq9/stock head with turbo. All he did, and this is first hand information mind you, he upgraded the valvetrain and connecting rod bolts and head bolts. Combination motorsports sells a 408ci that will take anything you can throw at it for 5500.00. What's the going rate for a set of AFRs, 3300? I’m not downing the motor, I’m just saying, for that price A LOT more power can be made. If all he’s looking to make is 420rwhp, that’s not the route to take. Christ, a head and cam ls1 can make 500+rwhp.

DirectHits Ignition, used for about 2,500 miles. Like new. Kit includes: DirectHits current peaking capacitors - 1 for each cylinder (8 total) High energy 7mm wire set (8 total) Installation tool (plastic 3/4' 12 point 1/4' drive socket to install the DirectHits properly to 12 inch/lbs of torque) New it runs 259.00+s/h http://www.tbyrnemotorsports.com/81truckcatalog.html You will need to buy your own plugs. I threw the old ones in the garbage because the one's provided were garbage. Takes about an hour to intall on a cold engine. 150.00 shipped to U.S. takes it.

500hp = 420-430rwhp. Your lq9 in stock form has already been proven to hit 700rwhp FI.

You would make more power and more torque with a radix on a stock LQ9 for what, 5500.00? Do you know what kinda power you make with the Whipple?

265/50-20 285/55-20 295/45-20 Got any pictures? Just curious if it's going to look goofy at stock ride height. I'm sick of the stockers and the tire selection at 275/55/20.

Anyone know where I can find these Ballengers or maybe their homepage? I searched the WHOLE internet and came up as dry as a 90 year olds... Curious to see their work.

Update time. I did a compression just because I’m a paranoid bastard. Everything checked out fine. However, number 7 plug was DONE. So, let this be a lesson to myself and everyone else not to run nitrous or FI without a proper tune. It could've been bad. Luckily it wasn’t. Good news is that with new plugs, jetting, and #7 sparkplug back up and running that I should be making some more power... That and I should break the 600rwtq barrier.

It's nothing special at all. I got this kit http://www.nitrousexpress.com/Pages/gm_1pc_massair.htm And set up as per the instructions with the TR6 plugs and a tune from PCM4less.

I must say the PCM4LESS tune was dead on a/f ratio wise. However my nitrous jets need some tuning. Didn't get to finish the final nitrous pull due to it starting to run a little lean and I didn’t have any jets with me. BUT it was on par to my expectations. They killed it at 3200RPMs, where it hit 350rwhp/580rwtq. I don't expect the tq to go any higher but HP should hit 440. At 100* outside, back to back pulls, and a very conservative tune, It's exactly what I expected. I figure with cooler weather and a more aggressive tune, 20-30 more rwhp isn’t out of the question. It was nice to see the WRX guys’ jaws drop at almost 600rwtq at only 3200rpm. Ah well, maybe next week.

I would've ran it 'til it was dead.

The plan is for a Yank 3600 2.5str verter and later down the road a LSX 90 intake. I'm not sure about the direction I'm taking though. N/A Vs. FI, FI would require a much different cam and no need for an intake. I think I read something about the transmission not being able to spin above 6600rpm without destroying itself. I have yet to find a decent turbo+nitrous cam though. Anyone have any suggestions? I see a lot of people using the Ligenfelter GT2-3 for FI applications...

The hand of god? They dyno about 220rwhp stock. I wouldn't even bother with a 4.8. Buy the Lq9 and do ls6 heads and a decent cam.

I dont have pictures but I pulled 23mpg on a whole tank doing 65-70mph. That was a boring tank.

A buddy of mind put it in an LS2 C6 with an LSX 90/90 intake and long tubes. Put down 455rwhp/408rwtq.

Specs: 243*-247*-112*-.629"-.629" I hear it's loud.

150 wet shot and a mail order tune. 15,000miles.