SuperSix and 3.4

[Shadly]

Hey Tom, if you can build something to make horsepower(heads, intake, whatever!) and still pass CA emissions with no SES light... I'm all over it. [img]graemlins/thumbsup.gif[/img]

[predator5100]

Tom i recenlty had a port and polish done, three angle valve job, and bored the block i was unhappy with the quality they did and was going to have my heads worked again and this time right and have you do them. I had a cam but ran into a problem. Some of the 93, 94's as well as 95 3.4 got cam sensors while others do not. So there will have to be two types of cams. I unfortuannly have one so my cam wouldnt; work After 2200 dollers for an engine rebuild i was very unhappy i've heard nothing but good from you so it's on let me know what you got i have money to blow

[DominusEtDeusNatus]

<blockquote>quote:</font><hr>Originally posted by Tom Y:
This is Tom Y from Super Six. To update anybody that may be interested in 3.4 performance, we'll have a 3.4 engine in here week after next. We'll use it for first cores and for evaluation and product setup. Some things we want to do: check p-v clearance, evauluate 1.5/1.6/1.75 ratio roller rocker arms, get stock head flow data, ported head flow data, evaluate intake manifold design and improvement, valve sizes, check valve spring specs, etc.

Frankly, I'm amazed at how much stuff is available off-the-shelf; cams, roller rocker arms, valve springs, pushrods, GM performance heads, etc.

So far, the biggest issue is the tiny 50mm throttle body. Surprisingly, the same size as used on the early Ford 3.8's.

With all this stuff available, why aren't there more hot 3.4's out there?

We want to offer products like we're doing for the 3800. Any suggestions as to kit packaging?

Nitrous vs naturally aspirated cam? Upper rpm limits? Ported stock heads vs ported GMPP heads? Etc.

Right now we'd appeciate any suggestions you may have, so you have a chance to help us zero in on what you want.

For the moderators: if this dialogue is objectionable, I apologize. We try to abstain from "commercial" postings on open boards like this.<hr></blockquote>


Has this been done to the 3.8? Mainly p-v clearance, evauluation of 1.6 through 1.9 ratio roller rocker arms. I'd like to know the max lift at desired durations. Thanks and keep up the good work. [img]graemlins/thumbsup.gif[/img]

[Tom Y]

Cam position sensors on only certain engines scattered through 3 model years of the same platform? Thats crazy.Why? Does that mean some engines are digital and some not? Or that some use other methods of triggering the fuel injection? Can you hear this &lt;HELP&gt;!

Can we assume that the PCM's are radically different for each CPS version?

What makes the camshafts different with or without CPS? Have pics? A CPS typically uses the distributor drive gear, oil pump drive, etc so early models and digital ignition models usually use same gear, just for different purposes.

[Tom Y]

Unfortunately, we started into the 3800 kind of blindly. We were provided head, intake, and cam cores to work at a customers request. Thankfully, the 3800 community here, Royce, Keith, Mike, etc were pretty savvy and helped us fill in the holes to get something out.

Because of the way we started into the 3800, we did not have a complete engine. Mike, Keith, etc have an idea of what max p-v is with what we might call typical intake duration, i.e., 210-220 degrees (@.050) with 112 separation and corresponding head flow rates. However, we do not know what max p-v clearance is.

We are still working billet rocker arms. At first glance we thought we had an off-the-shelf billet roller rocker arm in 1.73 ratio. However, the problem with that was the offset between the centerline of the valve stems and the rocker arm pedestals. GM got around that with a funky, angled rocker arm pedestal assembly. We want to eliminate that thing since it requires a very wide body rocker arm. We're working on a rocker arm body that uses an offset roller tip to allow conventional setup. The manufacturer just received the extrusion stock to make the prototypes.

[Tiago]

thanks for helping out Tom, if you have any questions, email me, Ive been around 3.4s for a while [img]smile.gif[/img]

lets hear what the 3.4 community wants from this package?

Im really interested to see what kind of flow results you get from the ported heads, I want to compare with mine...maybe there is still room for improvement [img]smile.gif[/img]

[Magnus]

<blockquote>quote:</font><hr>Originally posted by Tom Y:
For the moderators: if this dialogue is objectionable, I apologize. We try to abstain from "commercial" postings on open boards like this.<hr></blockquote>

Tom, I find absolutely nothing wrong with your posts here. Your services have done so much for our community. Your customer service is unmatched and I'm sure you know, your P&P work is outstanding.

Please keep up the good work. We all thank you very much. [img]graemlins/thumbsup.gif[/img]

[TealV6]

Tom-

Check your mail later this evening.

Thanks
Steve

[Brian Dieckman]

<blockquote>quote:</font><hr>Originally posted by Tom Y:
Cam position sensors on only certain engines scattered through 3 model years of the same platform? Thats crazy.Why? Does that mean some engines are digital and some not? Or that some use other methods of triggering the fuel injection? Can you hear this &lt;HELP&gt;!

Can we assume that the PCM's are radically different for each CPS version?

What makes the camshafts different with or without CPS? Have pics? A CPS typically uses the distributor drive gear, oil pump drive, etc so early models and digital ignition models usually use same gear, just for different purposes.<hr></blockquote>


Um... I've never heard of what this guy is talking about. There is only one part number for stock cams and stock PCM for the 3.4L engines (according to my dealer)

As far as I know they ALL have CP sensors. The injection system wouldn't work without it. (sequential... how else would TDC on Cyl 1 be obtained for timing?)

Anyway... I would like to see an NA package... I'm not too impressed by the pistons in this engine, and I would hesistate to increase compression while spraying.

As long as you promise not to screw them up [ ;) ] I could send you an extra set of heads I have...

-Brian

[nova]

How about something that would work well with forced induction? I know I would want a package like that after I finish my turbo setup and there might be others as the interest in forced induction for the 3.4L seems to be growing.

[3.4-Wraith]

Hey Tom, how much for just the head work? This is all I need right now and I have an extra set I could send you as the core. Let me know, because I would like to be in on this.

Josh-

[MustangEater8251]

I think it would be a good idea if you guys could look into pistons. Cast aluminum pistons, blow, I shttered one on a 2.8L, and still have them now in my 3.4L. Certainly one of the things that worries me about 3.4L. If you do get inot pistons that is of course.

I would like a streetable N/A setup. when i say streetable I meant at least 12 mpg, and can be driven hopefully without too many SES lights.

the heads, and cam do needs some work.

Definetely talk to Tiago, he has probable the most worked on 3.4L out there, and has probable one of the easest solutions of all for the small TB, sitting on his car. he has an LT1 TB, on a modified 3.4L upperintake plenum.

I think hte 3.4L needs some help with the heads, cam and upper intake. Power just dies at 4700 RPM mark, lasts a little bit longer when you open up the exhasut but still dies off.

I am actually in the process of getting me a core motor.

[12secondv6]

Hey Tom,

Got a question for you.
What about forged internals?
Pistons are easy
Pushrods are easy
Unless you have some suggestions as in companies you prefer
My main question is the crank.
I'm looking to eventaully spray a dual stage nitrous set up.
1st stage 100 shot direct port
2nd stage 50-100 wet through the throttle body.
I'm looking to build a bottom end near towards the end of the year to next year.

I'm only at a 100 shot and still spinning to my 12.6.

My heads and intake are ported to all hell. I still use stock parts though.
I am currently seeing 31 mph on the highway.
I'm happy with the top end so far.
My main concern is the bottom end.

Oh yeah, we all appreciate all the work you are doing for our v6's, thanks!!!!

[predator5100]

Tom i do know my car has a sensor for the cam altghough all cams are the same i believe it was stephan who's doesn't have this sensor look up search under crane cam under search and you will see an old discussion about itbut most have them few do not either way the cars which do not will run off the regular cam it's just us biys with them can not use the aftermarket type cam unless you have a devation for the sensor (small notch) Crane said if they had a core they could regrind one but i wasn't willing to wait

[3.4 slow to go]

don't forget about the HUGE 3rd gen market of 2.8/3.1 upgrading to 3.4 motors. We don't need those stinking sensors [img]tongue.gif[/img]

From what I've researched, the main problem us 3rd gen cars will have is killing the tranny after doing the swap. Unless we swap over the ecm, wiring harness, & depending on year, either the VSS or speedo cable, the tranny will need to be swapped also. The origonal 2.8/3.1 induction & distributor are also swapped. PLease keep this tucked in the back of your mind when developing the cam/head/manifold packages.

Thanks, Nate.

edit: anything that is done to the heads & cam will also work for the 2.8 & 3.1 motors out there also. Thus increasing your market share ;)

[ June 02, 2002: Message edited by: 2.8 slow to go ]</p>