I'm not an engine builder nor an LS1 expert, but The problem lies in that the head bolt pattern is only in 4 places around the cylinder, instead of a GenI or GenII's conventional. This leads to less clamping force around the gasket which causes headgasket failures more easily. This will come into play in heavily Boosted or Sprayed Engines.

Kurtis

 

Just a FYI.....those MSD dual sync distributors have had their the polarity reversed in quite a few of them including Doug Hegge's tt vette. If i ever go this route i'm using the Accel one

 

Hmm, Thanx for the headsup........ It is still in the box brand new...... I'm sure after spending as much as I have with Summit over the years they won't mind a return.....


Just not that big of an Accell fan, though I've never had problems with them like I have with Mallory. LOL.

Hmm.......

-K

 

Ya, the cool thing about the accel dual sync unit is the color LED lights for each signal

Jack @ Racetronix had some problems with the MSD units and it ended up being the same issue when Doug Hegge was tryn' to get his car tuned.

here are a few links for ya:

http://www.turbobuick.com/forums/sho...ighlight=Accel

http://www.mrgasket.com/dfiprod.html

 

Ktamez, please tell me you are going to push that engine to its limits when you get to the track. Seems like no one is even trying to compete with the ls1 guys that are going all out on their motors.

 

Keep you ear to the ground next spring/summer.

Kurtis

 

That's fine that the factory 4 bolt block held up but unless you already have one of the 4bolt blocks converting any 2 bolt block to 4 bolt mains is going to cost the same whether you get straight or splayed mains. And unless you run into a deal anyone with a 4 bolt main block is probably going to want at least $500 so you really haven't saved any money have you?
This is no flame job just stating the facts.