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Racing breaks things you would never imagine. Nurburgring is not what I'd call a torture test like a full season of racing is. You called them reinforcements, what do you think they are for?

On a dyno for hours on end at full throttle? Yes....... jumping, bouncing full load accelerating, lots more g's than street tires allow, not so much. The ecu parameters could also be harder on the cats too (hotter). As I said, its just my guess.:cheers:

My guess is it looks like reinforcement. Wide open for hours across a heavy and thin metal section bouncing over curbs and pulling g's could fatigue the exhaust and cause it to break during a race, messing up the oxygen sensor and going into limp mode? It obviously gets pretty hot from the looks...

Yeah, just before the switch to 500 ci, Cleveland headed Fords carried .2+ lbs/ci more than Chevy big blocks (more even then the hemi head dodge), and Glidden still cleaned their clocks. A factory class like that is sorely missed. Factory heads and block, N/A, lbs/ci weight matrix and let em battle.

4000 pounds with a driver at 122 mph requires well over 500 hp, either a ringer or a misprint.

I can assure you, no one is coming in here to read your regurgitated google drivel.

This C/D page has it at 155 ft for the Z/28 from 70 mph on I assume the first stop. http://www.caranddriver.com/chevrolet/camaro-z-28

Maybe you should ask why is the specific output so low on Chevy engines. Horsepower is the rate of torque delivery, trains make a lot of torque but they aren't very fast in a quarter mile.

Both of you are being impractical. It allows the meaningless variables to be negated. You can't throw away a car after every race because parts are worn out. Its called stock class for a reason. Its as close as your going to get, and the results are indicative of the important engineering of the...

Those mods look like wear items mostly, except for the sway bar, and if everyone is free to do them, how is that an advantage? Compared to say, NHRA stock class, those mods look quite feeble. If anything, those changes makes the cars more equal than not. Can you find a class stocker than that...

I'm sure Ford knows exactly what a Z28 is capable of, and planned for spanking that convincingly. Lighter, more power, comparable rubber, longer power band, yeah no way it could sniff a Z28 /sarc. The R will be in another league.

E85 tune and some long tubes will see good gains. Now we need a 5.2 specific short runner intake and 9000 rpm's, lets hope a CJ version is in the cad files being sent to the stereo lithography machine..

The FPC may be very close in weight to an LT4, should be lighter than a coyote, and with more moving parts than the chevy. Does anyone know what an LT4 actually weights? Pill probably knows.

Getting older faster every day....on that note I'm going to bed!:ford:

Wouldn't be any taller, just 1 1/2" longer, no problem! Remember the one off 4.6 +2 10 cylinder ford built for a mustang, it was a beast, and fit, that was a lot longer.

Now your arguing for gearing making the car faster, you making me dizzy, but I do agree it matters, but not a second faster. Only the dodge guys were caught, and I'm sure Lee Shepard knew where to get a bottle filled.:ford: Bob also used a dodge one year and kicked ass, went back to the ford...

The numbers between both cars sound about right, he's 3-4 mph faster in worse DA, he can hold 3rd a littler longer as his tune allows I believe 150 more rpm before the limiter kicks in.

Imagine a coyote with 1/2" more bore spacing with a 4 1/8 inch bore, with the extra valve area it could fit....it would make a LS run to mama. You want me to say something bad about Ford? God I wish they wouldn't have squeezed that block down to fit a front drive Lincoln, what a dumb move...

Nice run by the way...

So if I leave in 4th gear I'll run the same speed......uhhh no, it certainly affects it. If I'm at max horsepower the whole way I'm accelerating much faster than one that isn't.