Search results

I guess its all academic anyway, so many variables to consider, traction is the boundary condition that determines where you run out of benefits. I think the cars will be close, as chevy has a target to shoot at I'm sure they will push to exceed it, that is the biggest benefit of all. I do see a...

I guess I'd have to examine the torque curves of both engines to see which one has the power area advantage to really come to a conclusion in a drag race, I'd rather guess and then run the buggers. Drag racing tends to favor a heavier wheel. It gets the car in motion and at the time of clutch...

I did some modifications with C$ transmissions when I was drag racing heavily, and by replacing the babbitt type thrust bearings with needle bearings I was able to get less heat and a little more power and life out of the trans, its also telling when the autos are faster than the sticks with the...

You have a point, but I believe as poop said, area under the curve is important, and I think the stang is geared a little more favorably for this. I think when we put the magazines down, races between the two will be determined by who launches the car most efficently. And yes, a gear change may...

Torque is important, it is the only thing that is "real" as you know, but it’s the rate of its delivery that wins races. Drag racing is a special case; when modified, gearing is maxed, lightweight is important, and autos have loose torque converters to keep the engine at high rpm. You may also...

I'm sure he has a firm command of the mathematics, but his lack of drag strip experience (and slightly pompous attitude) led him to make a bad assumption, a 4th to 5th shift, as opposed to 3rd to 4th. It’s one of the things I like about the Boss, you’re winding hard in 4th at 120 mph through...

This is a great advantage for the stang, having to shift and carrying the bottom of the rev range thru the lights will hurt et on the Camaro. With the shorter gears the coyote is screaming its way down making up for the lower torque. I'd say about .1-.2 given up. You definitely have a little...

I shouldn't have said "easy", I'm sure it will take some tweaking before it happens. There is a Boss on SVT that just got the full treatment and made 572 at the wheels at about 7800 so it can happen. I saw another that had a dry sump that touched 600 whp. So logic says it should be doable with...

Miracles? :lol:

That too! Then some DI for good measure.

600 whp coyote, NA. http://www.enginelabs.com/engine-tech/engine-buildup/livernois-motorsports-builds-600-rwhp-na-coyote-for-road-racing/ Yes, an extreme example, but at 8K rpm range, voodoo will have more potential than this, so, should do this with less extreme measures.

A nascar engine is probably north of $75K, and most of its in the cylinder heads.

The voodoo will have better heads, same cubic inch displacement with a larger bore so less valve shrouding, more compression, lighter reciprocating assembly, higher rev ceiling and probably as much camshaft as the quoted 550 whp JPC engine. It wont have the exhaust, or the ragged edge tuning...

Do you know if it was stock? (ecu modified of course for that limit) Seems like it must have had more valve spring in it for such an event which makes me think it may have been a race voodoo.

A Camaro optioned out to handle with a GT350 is going to be heavier and down about a 100 horses...headers, cam, tune, intake, just to get close. Tune and headers on a GT350 will push close to 580-600, before DI. Different league.

WOW, nice, now hoping for 550!

Long tubes DI and tune on a GT350, 8500 capability, no cams required. NA game is over, now you need a blower, then the GT500 arrives. Chevy is covered. In line valve head days are numbered in the age of CAFE and EPA. Your big cubes cushion is going away.

Yeah, I can hear the conversation with the engineering manager with the director, "What!, I thought you said you could do it with two, now you're telling me you need three, son of a bitch!!!!! You just fucked my bonus:frusty:

Of course it would require new architecture, at least 1/4", 5/16" better increase in bore spacing. And if you mean a 7.0 liter inline valve head cam in block engine, no it wouldn't.

Let’s do a little math ESTIMATING to see how much adding 2 radiators over a 5 year life span to 30,000 SS's will cost (manufactures cost). Price per radiator x 2, hoses, clamps, bolt, etc = $100 (probably low) Install on assembly line = $15 Engineering, test, prototypes, etc. = $600,000...