Beretta.net

Cams sound so much better than turbos... haha

Either way, waxing big block Chevelles with a Beretta is always fun.

Ahhh that's right Jon. Thanks. Once I start making changes and get used to all this I'll retain it better.

BTW, the DOHC code I'm working with shuts off fuel at 120mph, not 104.
So that would mean it would shift at 4502 RPM 3-4 as it would be over 2000, and 104mph is 4502 RPM... Strange..

Shane, Dave has custom, real LONG tube headers, not S&S headers, they are very long primaries. Lots of porting and polishing. And yes his cam is very radical. It has TONS of duration. So much duration that his exhaust valves contact the pistons, probably during high RPM operation when the rods stretch a little. First was when he went with a .02" shorter headgasket than stock. And then recently he found out he hit them still with the stock headgasket. He measured the clearance he had between the exhaust valves to pistons, and it was .040". Which is too close, I think .09 is the minimum IIRC for safe operation. So add that up with taking it to 7000 RPM or so with rod stretch and bam...

Also SuperDave is running a Cavy, which are lighter than Berettas, sorry guys they are. Also, he has no interior at all. Totally stripped... So his car is a LOT lighter than our street cars. So yeah it's not just a 3500 with S&S headers some port work and a cam. It's all much more extreme. Aside from the stuff I mentioned, the 3500 is also running a 75mm TB, and dual exhaust with an x/h pipe...

IsaacHayes wrote:Shane, Dave has custom, Blah Blah Blah....

Also SuperDave is running a Cavy, Blah Blah Blah...

Also as I noted, a more devoted knowledgeable user base over there. I hate to say it but we just don't have as many people as him that work on Beretta's.

How many people have simply just put a cam in a 3x00 in a beretta........

yeah i know what he has but the only thing i didnt know was bout the interior and yes their is a difference in headers but not to much i would think but a cpl hp if that and i think with johnny's old motor that you now have is def capable of mid-low 13s w/ a5spd and lil weight reduction in our cars as why i wanted to buy it

the car i sold woody after the weight reduction i did i think if i remember correctly all thev stuff i took out but had full interior saved me around 100-150 but i dont recall as that was lil over 2 yrs ago when i did it to that car in which i plan to do to this car i have now and i even took out bunch of lil crap too which adds up

My car will run 13's in its current form(well before the clamp deal) on DR's, Im very confident in that. Its been done in the j's. Just need more driving practice, tuning, and traction.

Speaking of weight, what is the difference between a 2nd gen z24 and a z26? It cant be more than 100 or 200 pounds I would think....

MY91GT(Z) wrote: the car i sold woody after the weight reduction i did i think if i remember correctly all thev stuff i took out but had full interior saved me around 100-150 but i dont recall as that was lil over 2 yrs ago when i did it to that car in which i plan to do to this car i have now and i even took out bunch of lil crap too which adds up

I did some weight reduction on that car too!


I'm actually curious to see what it weighs as-is.

Barry,
1990 Z24 2436 lbs
1991 Z24 2663 lbs.
1996 Z26 2990 lbs.

I can't recall what year the phase 1/2 Z24's were. The 1st gen cavy's like the 80's models were EVEN lighter. There is a buick skyhawk hatchback that someone at Orielly's owns, I'd think that would make a great hot rod as that's a 1st gen jbody..

Dang! That is pretty light.

Phase 1 ended in 1987. 88-94 is Phase 2.

PDF link updated in 1st post. Not a whole lot of changes, just some tweaks.

Any updates? =). Scott0999 and I will probably do this to my 95 this summer, after Bfest.

OBDII FTW... LOL

OBDI ftmfw! =P.

I was about 3 parts away from an OBDII swap 3 years ago but ran out of time to complete it between where I was keeping the car for the engine swap and school. School still consumes most of my life.