LsBeema

Uhhh🤔🤔🤔

Getting quite expensive...🙄

Breather hose adapt, steering shaft u joint caps has a few hairline cracks... 1 week before cert. inspection.

Pretty Secretary cleaning tools.... VID-20210416-WA0005.mp4

Aint no Japo lover.....respect....but nah ...except the latest Supra😎 Goto admire a fine piece of tidy machinery..dude traded a Golf R32 for this..with pating some cash...

Only one way...and thats....THE PUSH ROD WAY BAYBEAR!!! 4 inch pistons.... Ratio of inlet and exh valves....me no understanding Heaps flow inlet of head...way too small for exh...Phils Ute, guy I work with, doesnt want to port and polish, going poofter pansy..heard some smak from other peeps thats not worth all the work...I'll do it to mine definitely after having a closer look at the restrictions...anyway Area to port throttle body...not freakin doing it Course threads... DOD delete system valley cover... Heads washed on on way to engineers tomorrow. 20 thou. Enjoying this job ay...once again...planning my one...

Hardcore Rockers baybear...

Nah...you saw VQs work homs...no angle of stupidity there🤓🤓

Oil sorted..temp tomorrow

Tomorrow heads off. Planned out the porting of throttle body. Might fit Ls3 one on mine or do the same. Exciting job!!! Decided to do the job in place rather than removing engine

Ordered cam kit, dod delete, rotary tool and files to be bought for porting and polishing...flip....we actually finally doing this!!!...oook......job started...no going back now.😎 20210412_125112.mp4

took me ages to source out the T piece, adapter and sensor to fit for oil pressure. Wil fit gauges later. Temp sensor standard bmw 12×1.5 pitch🤗 to fit on Ls head. Have to machine header glange abit

Rides not firm enough. Started with height adjustment, now, will go to spring rate, that will affect height, get those 2 close, then alignment, then damping and rebound. What a huge difference...well i knew it would be. But how the car puts this power down now is freakin AMAZING!!. Have it on min spring rate...will adjust. After cert...looking forward to getting the appropriate camber, toe, wheel & tyre size to put this and more Power down. This stage changed the whole build in me. Admiring Mr VQs way of his project and fitting this set sparked up a different path. Lets see😎🤓

https://youtu.be/GSWAogtizw0

Quick clean and spray before installing. Couldn't fit such a quality set without making it a tad tidy. Just a quickone for now... Panel and paint after the cert. Really enjoyed this stage of the build. Jap stance soon ay😅 Front way too lower than the rears.

Ooook....we shall knight thee...Mr VQ

What a build!!😍🤓. Awesome work there man. Smooth engine. Not a fan of any Japo...but respect their refinements & strenghts with power figures. Admire your precise way brru. Keep it up. Let me know if you need anything. You fitted a regulator valve with the fuel pump...?

Why...what you building homs

Opened the LsBeemas present now..... Always wanted good brand for the coil overs...and...

🏋️‍♂️ VID-20200918-WA0003.mp4

Rears....uhhh...abit ok...Lights too big. But therest...😍😍😍💪

Will shift the fuel filter under the car when I pull the engine out after first cert inspection to access pipes. Also will make heat shields. Got aome 160 farenheit.. 72' thermostats...wanting 78s...doing some research on high Ls operating temps.. [08/04, 01:20] Jason: Operating temperatures have been a great debate for years..... So lets look at it this way. Why does GM run these cars at 200-220 degrees? They wear less there? The engines heat allow it to swell to deliver the acceptable tolerance. When you run your motor cooler/tighter you are going to wear parts quicker. How hot does nascar run their motors lap after lap? Is it because they can only control it but so much or is there power and longevity there? Just food for thought Exactly... and I strongly agree. It's not like it costs GM "more" to put a lower temp thermostat - there's a reason GM likes their engines running between 190 to 225. Heck, a stock c7 thermostat is what, 190F? They're trying to get away with the highest possible temperature for fluidity, before obvious engine life reduction - this temperature range is what they believe results in the greatest balance of engine longevity, and performance. Reply [08/04, 01:20] Jason: The key rationale behind a higher ECT is engine efficiency and emissions. Yes, component wear and performance are considerations as well - but the biggest factor is efficiency. Higher coolant temp means a smaller difference in temp between cylinder (during combustion) and the water jacket - which means less heat transfer from combustion to coolant - which means better thermal efficiency and better emissions. This improves fuel economy and reduces how much precious metals must be put into the catalyst in order to meet emissions regulations. There are arguments to be made that all things equal (aside from coolant temp), that an engine operating @ 200F will experience less wear than the same engine @ 160F, but it depends a lot on the component tolerances. You'll always make a handful more power running cooler, because the air will be heated less by engine components, and will therefore be more dense. When I did engine development work on the dyno, when we wanted to post the absolute highest power number we could without "cheating" (pressurizing the test cell a little, or putting the exhaust suckers really close to the header collectors, etc etc), we would get the oil temp up to 250-260, and pull the coolant temp down to 150-160. This was always worth some power.

https://www.motor1.com/news/499307/bmw-5-series-giant-grille/

Tested and hesitation sorted!!🤗🤗🤗 Fuel filter added, shifted fpr, alls cooler. No flat spot or cutting off. She runs smoother and idles normal after heating up. Will tidy up. BCs looking like a strong possibility 😎😎