The 60' typically reflects how the car hooks up at the start more than any other factor. If the tires are spinning or the car otherwise doesn't hook right...it doesn't matter how much power it makes or where in the power band it makes it If the car is hooking up, then power becomes a factor.

If an engine makes power at higher RPM, then the launch is simply done at a higher RPM.

 

Oh your right about the hammer away thing but 2 points that are constantly misrepresented on the forum:

1. Dual exhaust on the later C3's with the 2-1-2 exhaust cannot give a pretty stock car 40-45 HP. Well Karol has the proof, without headers, gentleman!

2. The L-82 is very close to the LT-1's especially the 350/330 horse ones and that with moderate upgrades will make power in that range but NET not Gross as the Lt-1's are rated.

No more said, until Karol posts his dyno sheets. Enough said!

 

Like I said, not a drag race expert. Sounds good to me! Thanx for the comment!

 

"misrepresented" is kind of a strong word, isn't it?

But I agree, I'm looking forward to seeing the 350-375 HP dyno sheets

 

Re-reading my post, I can see how you could take it that way. I should have put that little winking emoticon at the end to show that I was just kidding. I gotta start being more careful how I word things, here on the internet there is no body language or tone of voice to help get the real meaning of what someone says across. Anyway, didn't mean to get you riled up, and let me offer my own words of encouragement to the OP: A car that can get into the 14s in the 1320 obviously isn't going to set the pavement on fire, but it's nothing to be embarrased about, either. And it sounds like you have some room for improvement. A few tweaks here and there could easily gain you a half second, maybe more, depending on a lot of different factors. Once you get down into the 12s, ya kinda have to start really working for quicker E.T.s, but yeah, knocking a second off and getting into the 13s? You are probably not as far away from that as you think.


Scott

 

Your right that is the wrong choice of word-more like much lively discussion. Just trying to reveal some hard numbers to help dispel some chatter!

 

Only the camshaft is the same. L46 engine had domed pistons and smaller combustion chamber heads (64cc).

 

 

Please, no more posts. Somewhere it was missed that I did indeed get into the 14's and the last sentence in the first post was "it was fun".

As far as being beat by my friend in a ricer. He has a $85,000 car (when new), 40 more horsepower, in his mid engine car which weighs in at 3100lbs compared to my 3500, has traction control, and he shifts in the 8000 range. If we ever did race, he should beat me.

Probably 99% of forum members have never been down a track, let alone drive their car 240 miles in one day, so I was just sharing my experience.

My goal was getting into the 14's with the little changes that have been made to my car and it's age.

Thanks for the insightful comments.

 

No problem.

I am not taking my Vette to the strip any more. Too much invested to put it into a wall. I used to race my 70 Cuda in the early '80's and at that time a 13 second car was considered to be very fast. I believe I have made enough changes from when I dynoed it at 465RWHP to be near 500RWHP.

If I wanted to take a chance that I didn't explode the rear end with some drag radials I think I would be looking for 11's right away and tune it up to go faster than that.

 

Well, yeah, basically the same thing with lower compression. The heads that came on the L46 probably weren't much better than the ones that came on an L82, flow-wise. Same low profile cast iron Q-jet intake manifold. Same cast iron exhaust manifolds. So lets say the L46 was factory rated at 350 hp. Subtract 30 hp for the drop in compression. Lets subtract another 70 hp because it's gross compared to net. That's about 250 net HP. The L82 was actually rated at 250 HP for 73, it's first year of production, so the math all adds up. The L82 is a low compression L46. So, if you took an L82 engine that still had a good ring seal, threw some good flowing 64cc combustion chamber heads on it (vortecs?) with a .015 steel shim head gasket, that would bring the CR to more than 10:1. A set of headers and a nice 2 1/2" dual exhaust, maybe a Performer RPM intake manifold, even with the stock cam, I would be very surprised if it didn't make at least 375 flywheel HP.

On the other hand, I am definitely no expert on building engines. If you wrote a book called "What ScottyP99 Doesn't Know About Building Engines", it would probably be a pretty darn good book on building engines! So, I freely admit that I could just be completely wrong here. Alot of the reasoning that I use really depends on the things before it being accurate, and it's really all just conjecture and speculation. Still, I'd like to see a dyno test, I think it would be very interesting.........


Scott

 

You are killing my eyes. Does your camera have anything in the manual about Macro focusing?