1/4 mile ET results?
#1
Burning Brakes
Thread Starter
1/4 mile ET results?
Hi guys....
Is there a thread on this site which lists 1/4 mile results....
A dedicated thread where members can post their results and have a brief description of their setups and attach their time slips....???
for example..... the following details would be good to provide some indication of what power and setup is required for a desired ET.
I know there are HP calculators that can estimate this, but it would be nice to know the actual numbers.
[model/year] [1/4 ET] [1/4 mph] [60' time] [1/8 ET] [1/8 mph] [rwhp] [weight] [tyre type] [timeslip]
I have ordered a 383 / 460hp small block for my 68 vert which has a TH400 trans, 3.36 diff. I'm hoping it will be sufficient to get me into the 12's.
Has anyone actually weighed their vette on a weigh bridge to determine the true mass? 3250lb is the spec I've read, but I'm sure that with all the power accessories (A/C, PS, PB and PW) it is more.
I'd be really pleased to see some actual timeslips of guys who are running similar powered 383's in a chrome bumper automatic vette.
cheers
tom
Is there a thread on this site which lists 1/4 mile results....
A dedicated thread where members can post their results and have a brief description of their setups and attach their time slips....???
for example..... the following details would be good to provide some indication of what power and setup is required for a desired ET.
I know there are HP calculators that can estimate this, but it would be nice to know the actual numbers.
[model/year] [1/4 ET] [1/4 mph] [60' time] [1/8 ET] [1/8 mph] [rwhp] [weight] [tyre type] [timeslip]
I have ordered a 383 / 460hp small block for my 68 vert which has a TH400 trans, 3.36 diff. I'm hoping it will be sufficient to get me into the 12's.
Has anyone actually weighed their vette on a weigh bridge to determine the true mass? 3250lb is the spec I've read, but I'm sure that with all the power accessories (A/C, PS, PB and PW) it is more.
I'd be really pleased to see some actual timeslips of guys who are running similar powered 383's in a chrome bumper automatic vette.
cheers
tom
#2
While there is no official 1/4 thread here on the C3 forum but many have posted there 1/4 or 1/8 results. Do a search and eventually you will see the drag strip threads
Also check out this site http://www.dragtimes.com/ as this is probably a better source for you as it has all the parameters you are requesting.
Also check out this site http://www.dragtimes.com/ as this is probably a better source for you as it has all the parameters you are requesting.
#4
Le Mans Master
Tom, I weighed my 71 Coupe, SB/AC/PS/AUTO and it weighed 3380lbs at our local track. Its completely stock, the only weight reduction was removing the spare tire. Mine was not as light as I thought it would be.
I would think your car with a true 450 crank HP should go bottom 12s if not high 11s with a good converter and suspension setup.
I will be doing a similar build up as you using my TH400 and probably start out with my 3.08 gears and eventually change to 3.55s. I am shooting for mid-high 11s and look stock with AC.
I would think your car with a true 450 crank HP should go bottom 12s if not high 11s with a good converter and suspension setup.
I will be doing a similar build up as you using my TH400 and probably start out with my 3.08 gears and eventually change to 3.55s. I am shooting for mid-high 11s and look stock with AC.
#5
Team Owner
1st setup:
383/465 HP (9.8:1 compression)+ 5 speed TKO transmission:
11.67@119.79 mph
2nd setup:
406/580+ HP (11.61 : 1 compression) + 200R4 transmission
11.05 @ 120.89 mph
3rd setuo:
406/640+ HP (12.8: 1 compression)
10.35 @ 127.59 mph (on engine in 60 degree weather)
10.07 @ 131.82 mph (with 100 shot of nitrous in 80 degree weather)
Next setup (coming soon)
434 small block w/ 23 degree heads, 13.9 : 1 compression, 250+ shot of nitrous, powerglide
Expected ET's.. High 8's to low 9's
As for your setup.. I'd expect mid 12's with a 3500+ stall converter and upper 12's with a stall speed less than 3000. If you'd go with a TH350 or TH200R4 and take some weight off the car, you could hit 11's with the right converter. The TH400 eats up way too many HP to run better than mid 12's with 460 crank HP... Parasitic loss is a lot lower on TH350 or TH200R4
383/465 HP (9.8:1 compression)+ 5 speed TKO transmission:
11.67@119.79 mph
2nd setup:
406/580+ HP (11.61 : 1 compression) + 200R4 transmission
11.05 @ 120.89 mph
3rd setuo:
406/640+ HP (12.8: 1 compression)
10.35 @ 127.59 mph (on engine in 60 degree weather)
10.07 @ 131.82 mph (with 100 shot of nitrous in 80 degree weather)
Next setup (coming soon)
434 small block w/ 23 degree heads, 13.9 : 1 compression, 250+ shot of nitrous, powerglide
Expected ET's.. High 8's to low 9's
As for your setup.. I'd expect mid 12's with a 3500+ stall converter and upper 12's with a stall speed less than 3000. If you'd go with a TH350 or TH200R4 and take some weight off the car, you could hit 11's with the right converter. The TH400 eats up way too many HP to run better than mid 12's with 460 crank HP... Parasitic loss is a lot lower on TH350 or TH200R4
Last edited by GrandSportC3; 03-31-2007 at 02:45 PM.
#6
Safety Car
Hi guys....
Is there a thread on this site which lists 1/4 mile results....
A dedicated thread where members can post their results and have a brief description of their setups and attach their time slips....???
for example..... the following details would be good to provide some indication of what power and setup is required for a desired ET.
I know there are HP calculators that can estimate this, but it would be nice to know the actual numbers.
[model/year] [1/4 ET] [1/4 mph] [60' time] [1/8 ET] [1/8 mph] [rwhp] [weight] [tyre type] [timeslip]
I have ordered a 383 / 460hp small block for my 68 vert which has a TH400 trans, 3.36 diff. I'm hoping it will be sufficient to get me into the 12's.
Has anyone actually weighed their vette on a weigh bridge to determine the true mass? 3250lb is the spec I've read, but I'm sure that with all the power accessories (A/C, PS, PB and PW) it is more.
I'd be really pleased to see some actual timeslips of guys who are running similar powered 383's in a chrome bumper automatic vette.
cheers
tom
Is there a thread on this site which lists 1/4 mile results....
A dedicated thread where members can post their results and have a brief description of their setups and attach their time slips....???
for example..... the following details would be good to provide some indication of what power and setup is required for a desired ET.
I know there are HP calculators that can estimate this, but it would be nice to know the actual numbers.
[model/year] [1/4 ET] [1/4 mph] [60' time] [1/8 ET] [1/8 mph] [rwhp] [weight] [tyre type] [timeslip]
I have ordered a 383 / 460hp small block for my 68 vert which has a TH400 trans, 3.36 diff. I'm hoping it will be sufficient to get me into the 12's.
Has anyone actually weighed their vette on a weigh bridge to determine the true mass? 3250lb is the spec I've read, but I'm sure that with all the power accessories (A/C, PS, PB and PW) it is more.
I'd be really pleased to see some actual timeslips of guys who are running similar powered 383's in a chrome bumper automatic vette.
cheers
tom
#7
Burning Brakes
Thread Starter
Thanks for the reply guys...
I have been searching through the forums and found a few results, and have also been manipulating numbers with several HP calculators which are available.
The calculators indicate I should get high 11's, but I think it's optimistic.
GrandSportC3, I think you're correct... the driveline in these classics is very inefficient.....
Is the TH200R4 easy to install?
I was considering the TH700R4 as a 4sp OD box.
What are your thoughts on the TH700R4?
AJ, you and I are on the same wavelength.... I like the sleeper look too. I've ordered my crate engine and requested the alloy heads, manifold and block all painted chev orange to maintain a "stock" appearance.
If I can consistently get into the 12's I'll be very happy.
If I get low 12's, I'll be over the moon.
What is a realistic rear wheel power output from the advertised power outputs of crate engine suppliers...... I gather they advertise power output with NO accessories. The motor I have ordered is from the engine factory.... The 460HP 383 http://www.enginefactory.com/460stroker.htm
Has anyone got one of these engines fitted?
The vette is a cruiser.... club runs through the winery didtricts, street cruises and the occasional club day at the track and strip. I wanted reasonably good torque across a wide band, with good power, and this was suggested.
I was considering engines (better priced) from a few other suppliers too, but living in Australia I was concerened about support if there were any issues.
Engine Factory have an Australian contact to look after customers, and in the end, that was the decider. Good support.
I hope I've made the right decision.
Like I said.... If I can get into the 12's consistently, I'll be happy.
GrandSportC3... Excellent time slip... You've got your car setup very well.... 1.4s 60' That must snap your neck off at the start
the 383 you ran..... excellent time for that power...
Is that 465 rear wheel hp or crank hp?
Do you have details of that engine... maybe a dyno sheet of rear wheel power?
I think I'll need about 330~350 rear wheel horsepower to achieve my target mid 12 1/4 mile time. Motor should arrive late May.
I have been searching through the forums and found a few results, and have also been manipulating numbers with several HP calculators which are available.
The calculators indicate I should get high 11's, but I think it's optimistic.
GrandSportC3, I think you're correct... the driveline in these classics is very inefficient.....
Is the TH200R4 easy to install?
I was considering the TH700R4 as a 4sp OD box.
What are your thoughts on the TH700R4?
AJ, you and I are on the same wavelength.... I like the sleeper look too. I've ordered my crate engine and requested the alloy heads, manifold and block all painted chev orange to maintain a "stock" appearance.
If I can consistently get into the 12's I'll be very happy.
If I get low 12's, I'll be over the moon.
What is a realistic rear wheel power output from the advertised power outputs of crate engine suppliers...... I gather they advertise power output with NO accessories. The motor I have ordered is from the engine factory.... The 460HP 383 http://www.enginefactory.com/460stroker.htm
Has anyone got one of these engines fitted?
The vette is a cruiser.... club runs through the winery didtricts, street cruises and the occasional club day at the track and strip. I wanted reasonably good torque across a wide band, with good power, and this was suggested.
I was considering engines (better priced) from a few other suppliers too, but living in Australia I was concerened about support if there were any issues.
Engine Factory have an Australian contact to look after customers, and in the end, that was the decider. Good support.
I hope I've made the right decision.
Like I said.... If I can get into the 12's consistently, I'll be happy.
GrandSportC3... Excellent time slip... You've got your car setup very well.... 1.4s 60' That must snap your neck off at the start
the 383 you ran..... excellent time for that power...
Is that 465 rear wheel hp or crank hp?
Do you have details of that engine... maybe a dyno sheet of rear wheel power?
I think I'll need about 330~350 rear wheel horsepower to achieve my target mid 12 1/4 mile time. Motor should arrive late May.
#8
Burning Brakes
Thread Starter
C3 Stroker....1969 Corvette Coupe/ 388 Stroker 373 RWHP, 452 RWTQ, 11.62 1/4 mi.
Very nice car and setup.....
You've certainly got that car sorted very very well.
cheers
tom
Very nice car and setup.....
You've certainly got that car sorted very very well.
cheers
tom
#9
Great thread as I was wondering the same thing with my 383. By the looks of the respose I may just see low 11"s with an extra 125 shot of NOS on top of my 475 crank HP. I will be dreaming if this does happen
#10
Team Owner
Thanks for the reply guys...
I have been searching through the forums and found a few results, and have also been manipulating numbers with several HP calculators which are available.
The calculators indicate I should get high 11's, but I think it's optimistic.
GrandSportC3, I think you're correct... the driveline in these classics is very inefficient.....
Is the TH200R4 easy to install?
I was considering the TH700R4 as a 4sp OD box.
What are your thoughts on the TH700R4?
I have been searching through the forums and found a few results, and have also been manipulating numbers with several HP calculators which are available.
The calculators indicate I should get high 11's, but I think it's optimistic.
GrandSportC3, I think you're correct... the driveline in these classics is very inefficient.....
Is the TH200R4 easy to install?
I was considering the TH700R4 as a 4sp OD box.
What are your thoughts on the TH700R4?
The 700R4 is a great transmission but has higher parasitic loss than the TH200R4 and requires a different transmission crossmember. It is important to get a "built" version of either tranny to hold up. My 200R4 was built by Art Carr's business California Performance Transmission..
http://www.cpttransmission.com
If I can consistently get into the 12's I'll be very happy.
If I get low 12's, I'll be over the moon.
If I get low 12's, I'll be over the moon.
What is a realistic rear wheel power output from the advertised power outputs of crate engine suppliers...... I gather they advertise power output with NO accessories. The motor I have ordered is from the engine factory.... The 460HP 383 http://www.enginefactory.com/460stroker.htm
I had a 383/465 HP stroker and the crank HP rating was 465 and the best RWHP was 365 RWHP.. That was with a 5-speed. The TH400 will eat up a lot more.. Expect about 320 - 330 RWHP with the TH400, 345 - 355 RWHP with a 200R4 or TH350 and about 365 - 370 RWHP with a stick shift tranny.
GrandSportC3... Excellent time slip... You've got your car setup very well.... 1.4s 60' That must snap your neck off at the start
Here are 2 launch pics: First pic was a 1.39 60' time and the 2nd one was the 1.40 60' time from the timeslip posted:
the 383 you ran..... excellent time for that power...
Is that 465 rear wheel hp or crank hp?
Is that 465 rear wheel hp or crank hp?
Do you have details of that engine... maybe a dyno sheet of rear wheel power?
I think I'll need about 330~350 rear wheel horsepower to achieve my target mid 12 1/4 mile time. Motor should arrive late May.
Last edited by GrandSportC3; 03-31-2007 at 10:24 PM.
#11
Team Owner
here are the specs and the dyno sheet of the old 383:
4.030 bore, 3.75" stroke
Dart Iron Eagle heads with 215 cc intake runners and 64 cc chambers. Chambers blended and ports matched
Custom Solid flat tapped cam with .525/.545 lift and 238/248 degrees .050 duration
9.8 : 1 compression,93 octane fuel
Edelbrock TM-1 intake, port matched, 1/2 inch spacer
Holley 80528 HP series 750 mech. secondaries carb
Transmission:
Tremec TKO 5-speed
Rear end:
3.70 Auburn posi.
Here's the dyno sheet:
Wanted to add.. The 11.67 @ 119.70 mph with that setup was achieved using Convo Pro lightweight wheels, 28 x 11.5 - 15 ET Street slicks in the rear and 28 x 4.5 - 15 Good Year skinnies in front. I was also power-shifting 2-3 and 3-4 on that run.
My best time on street tires with that setup was 12.49
A fellow forum member bought my old 383 and put it into his 3600 lbs '78. He ran a 200R4 tranny with a street converter and his best run was in the 12.90's on street tires. With a better converter, he would've probably run 12.50 or so.. A good converter can make 5 tenths or more difference!!!
4.030 bore, 3.75" stroke
Dart Iron Eagle heads with 215 cc intake runners and 64 cc chambers. Chambers blended and ports matched
Custom Solid flat tapped cam with .525/.545 lift and 238/248 degrees .050 duration
9.8 : 1 compression,93 octane fuel
Edelbrock TM-1 intake, port matched, 1/2 inch spacer
Holley 80528 HP series 750 mech. secondaries carb
Transmission:
Tremec TKO 5-speed
Rear end:
3.70 Auburn posi.
Here's the dyno sheet:
Wanted to add.. The 11.67 @ 119.70 mph with that setup was achieved using Convo Pro lightweight wheels, 28 x 11.5 - 15 ET Street slicks in the rear and 28 x 4.5 - 15 Good Year skinnies in front. I was also power-shifting 2-3 and 3-4 on that run.
My best time on street tires with that setup was 12.49
A fellow forum member bought my old 383 and put it into his 3600 lbs '78. He ran a 200R4 tranny with a street converter and his best run was in the 12.90's on street tires. With a better converter, he would've probably run 12.50 or so.. A good converter can make 5 tenths or more difference!!!
Last edited by GrandSportC3; 03-31-2007 at 10:20 PM.
#12
Race Director
A fellow forum member bought my old 383 and put it into his 3600 lbs '78. He ran a 200R4 tranny with a street converter and his best run was in the 12.90's on street tires. With a better converter, he would've probably run 12.50 or so.. A good converter can make 5 tenths or more difference!!!
#14
Team Owner
#15
Burning Brakes
Thread Starter
Thanks all for the feedback.
Sting....
I had a number of concerns in deciding which supplier to use.... and what motor to purchase.
I had concerns whether a 383 would fulfill my desire for a streetable small block with "big block" performance.
More cubes is always a sure way of ensuring adequate power, but I also didn't want the car to be too wild, or too costly to run and maintain. (Tyres ain't cheap )
NOS is a sure way to get additional performance at minimal outlay, but it worries me in regards to stress on the motor..... did you get a forged crank/rods and pistons?
I was also considering a 408 sb from T&L and also the RealStreet 434 from Shafiroff. T&L have some very well priced packages, and Shafiroff have some awesome component packages in their Ultrastreet range.
In the end, the decision was based more on concerns about support and customer service.
And a realisation that about 350 rwhp would be more than enough power for the street.. especially in a 60's classic.
GS... you give me a lot of hope that my motor WILL achieve my objectives. I'll look at the TH200R4 as a better option for an OD trans as you mention they are more efficient... 345 rwhp is a bit better than 322 rwhp
I'm really not sure what to expect when it all comes together.
My vette currently looks and sounds fantastic, but is not quick by today's standards.
My current daily driver is a late model turbocharged inline 6 ute (sports truck).
It weighs in at a porkly 4100lbs, but it's tweaked and has 400 rwhp.
A bit sluggish off the line (due to weight) but it boogeys along very well when it's on boost. I run a 2600 stall converter in it, and it operates very well on the street. Best time is 11.83 @ 119mph using M/T ET Street radials.
The main reason I decided to get a transplant for the vette is because of my ute.
A 14.5s 1/4 was a quick time back in the 70's, but it just doesn't have any street cred these days.
I've never driven a stroker before, and am looking forward to having a bit more torque on tap....
The ute has heaps, but there is a delay between flooring the pedal and getting pushed back into the seat.
I'm hoping that my 383 engine combo I have selected will have better throttle response. (no turbo lag time)
Speaking of throttle response..... the engine I'm getting is fitted and tuned with an Edelbrock 800 cfm #1813 carb.
Holleys are predominantly used in Australia, along with Barry Grant carbs.... Would there be any advantage in swapping the Edelbrock for an alternative carb, given that the primary role for the car is street cruising (city and countryside) My objective is for good reliable spread of torque across the rev range, rather than a peaky high horsepower screamer. Would a 750 cfm DP be a better alernative ???
Thanks to all for info provided...
Now I have to wait patiently for the motor to arrive.....
Sting....
I had a number of concerns in deciding which supplier to use.... and what motor to purchase.
I had concerns whether a 383 would fulfill my desire for a streetable small block with "big block" performance.
More cubes is always a sure way of ensuring adequate power, but I also didn't want the car to be too wild, or too costly to run and maintain. (Tyres ain't cheap )
NOS is a sure way to get additional performance at minimal outlay, but it worries me in regards to stress on the motor..... did you get a forged crank/rods and pistons?
I was also considering a 408 sb from T&L and also the RealStreet 434 from Shafiroff. T&L have some very well priced packages, and Shafiroff have some awesome component packages in their Ultrastreet range.
In the end, the decision was based more on concerns about support and customer service.
And a realisation that about 350 rwhp would be more than enough power for the street.. especially in a 60's classic.
GS... you give me a lot of hope that my motor WILL achieve my objectives. I'll look at the TH200R4 as a better option for an OD trans as you mention they are more efficient... 345 rwhp is a bit better than 322 rwhp
I'm really not sure what to expect when it all comes together.
My vette currently looks and sounds fantastic, but is not quick by today's standards.
My current daily driver is a late model turbocharged inline 6 ute (sports truck).
It weighs in at a porkly 4100lbs, but it's tweaked and has 400 rwhp.
A bit sluggish off the line (due to weight) but it boogeys along very well when it's on boost. I run a 2600 stall converter in it, and it operates very well on the street. Best time is 11.83 @ 119mph using M/T ET Street radials.
The main reason I decided to get a transplant for the vette is because of my ute.
A 14.5s 1/4 was a quick time back in the 70's, but it just doesn't have any street cred these days.
I've never driven a stroker before, and am looking forward to having a bit more torque on tap....
The ute has heaps, but there is a delay between flooring the pedal and getting pushed back into the seat.
I'm hoping that my 383 engine combo I have selected will have better throttle response. (no turbo lag time)
Speaking of throttle response..... the engine I'm getting is fitted and tuned with an Edelbrock 800 cfm #1813 carb.
Holleys are predominantly used in Australia, along with Barry Grant carbs.... Would there be any advantage in swapping the Edelbrock for an alternative carb, given that the primary role for the car is street cruising (city and countryside) My objective is for good reliable spread of torque across the rev range, rather than a peaky high horsepower screamer. Would a 750 cfm DP be a better alernative ???
Thanks to all for info provided...
Now I have to wait patiently for the motor to arrive.....
Last edited by OzzyTom; 04-01-2007 at 09:03 AM.
#16
Team Owner
Originally Posted by OzzyTom
GS... you give me a lot of hope that my motor WILL achieve my objectives. I'll look at the TH200R4 as a better option for an OD trans as you mention they are more efficient... 345 rwhp is a bit better than 322 rwhp
#17
Team Owner
He and I had spoken, and we thought that with a good converter, 4.11-gears (he was running 3.36s), and slicks (that-much power, converter & gears would require a serious tire, and he began towing the car to/from the strip, so D.O.T.-legal tires wouldn't be an issue), the car might've gone very low 12s.
#18
Safety Car
Thanks all for the feedback.
Speaking of throttle response..... the engine I'm getting is fitted and tuned with an Edelbrock 800 cfm #1813 carb.
Holleys are predominantly used in Australia, along with Barry Grant carbs.... Would there be any advantage in swapping the Edelbrock for an alternative carb, given that the primary role for the car is street cruising (city and countryside) My objective is for good reliable spread of torque across the rev range, rather than a peaky high horsepower screamer. Would a 750 cfm DP be a better alernative ???
Thanks to all for info provided...
Now I have to wait patiently for the motor to arrive.....
Speaking of throttle response..... the engine I'm getting is fitted and tuned with an Edelbrock 800 cfm #1813 carb.
Holleys are predominantly used in Australia, along with Barry Grant carbs.... Would there be any advantage in swapping the Edelbrock for an alternative carb, given that the primary role for the car is street cruising (city and countryside) My objective is for good reliable spread of torque across the rev range, rather than a peaky high horsepower screamer. Would a 750 cfm DP be a better alernative ???
Thanks to all for info provided...
Now I have to wait patiently for the motor to arrive.....
#19
Drifting
I don't have my car finnished yet, but anyone care to take a guess on what it may run in the 1/4
It has a Ram Jet 350 fuel injected engine rated at 350 HP / 400 torque
Keisler TKO 500 transmission
3.70 rear gear
It has a Ram Jet 350 fuel injected engine rated at 350 HP / 400 torque
Keisler TKO 500 transmission
3.70 rear gear