Billy Foutris... 1984 Vette, 91-96 body/interior conversion. 406", 11.00:1, Phase 6 heads, single plane EFI using factory ECM, 350 shot N2O progressive. TH400, heavily beefed D44. Quickest time ever on this combo was 8.90 at 156 with a 1.31 short time. He won the first three King of the Hill titles in the GMHTP (back then it was just HTP) shootout at E-town. Bill is actually the guy that influenced what I did with my car early on. I don't know what has happened to him, he's fallen off the end of the earth. I know the car was sold, but before it was it was painted yellow, and had a 410" turbo-motor in it. Even with much more power it never had the tune to go much faster than the N2O combination. I haven't heard anything of the car in more than two years.

As for quickest LT1's you and your friend are probably tops for Vettes right now. I built a couple of engines for Absolute Performance here in L.R. and they mopped up at several of the Vette shootouts down in Texas. The fastest is David Stone's '92 teal coupe; 396" Vortech T-trim blown and intercooled with a TH400/GV combo. It's gone 9.90's with a friend of mine driving it at one of the shootouts. At one time there were a ton a heavily stroked and blown LT1 Vettes running around but none really ever ran great numbers; primarily because nobody knew how to set the car up to drag race. That's largely changed now and there are some incredibly fast C4's out there; most of them tend to be L98 based though... I'd love to see some pics of the combo and some slips. Sounds like a nice combination; might have to come down there and pick on it.
-Jeb Burnett
PS- Converting Dart heads to reverse cooling is a major PITA!!!!

 

I can imagine.
Sooo, for drag racing, why would you even need reverse cooling??

Larry
code5coupe

 

Apparently GM no longer thinks reverse cooling is the thing on ANY vehicle anymore. His reasoning is that he's using a LT1 block but wants maximum heads which aren't available with current offerings. Personally I would switch over to a Gen 1 motor and use whatever I want. With only 383 cubes the BEST aftermarket LTX dedicated head should easily feed that engine. If you put too big a head on it you'll be wasting time because a 4" based bore will only flow so much before it needs to rpm too high.
-Jeb

 

You are correct with why we did what we did...our local machine shop has no problems in doing the conversion...(He's a friend that gives us crazy deals!)

Our ported AFR's we had on their didn't flow as well as these...everywhere...

Jeb - you need to come down here and give us some competition! Best 2 out of 3...loser buys dinner!
I've seen Stone's car run once at San Antonio Raceway...I believe he blew it up at that race...

This is still a street car! A/C, P/S...everything...Full weight C4...

I do have a nice video of the 9.82 run but don't know how to host it...

Paul

 

How big is the vid? I can host it on my home server temporarily if it's not too large!

 

Isn't the Lsx series engines reverse cooling? I thought that and the 4.4" bore spacing where the only common features.

 

No... They reverted back to standard cooling on the El Esses... But, like the LT's they don't have any coolant running through the manifold (that's what that little cross-over pipe is up front).

I'll probably be down in Texas quite a bit later this year and plan on making as many Vette and Vette/Viper races as I can. We'll do a little best two out of three...I'm thinking something expensive for dinner though... But, you do have a little bragging right on your side- at least you can say your car is full weight, AC havin' street car when I whip it's ***, cuz mine certainly isn't...
-Jeb

 

Oh yeah! What exactly do you run?? What motor, etc.?? Do you want to run a race car, I have one of those too.... true ten five car...
Let me know!

 

New combo is a 440" SB2.2 headed small block with a generous helping of jug... T-brake TH400, 6k stall N/C converter. I'm in the middle of a 25.5 cage build to run Outlaw Drag Radial.
-Jeb

 

Keeping the IRS ?

 

Sweet setup! You gonna have your hands full with those turbo guys in that class!

Let us know how it runs when you get it going...

 

Temporarily... I've already got a killer straight axle setup, Lamb coilovers, and ladder bar setup for the car but I wanna see how deep you can go with the 44. Mine's as beefed as you'll ever get one but will it be enough?

I will only run it for a short time, though. In order to be fully legal for the class the car is being built for it will have to have the solid.
-Jeb

 

hey jeb,

my friend runs an sb2 motor in his s10 truck , his truck has gone as fast as 8.4 . i was told by him that they dont like alot of timing when your spraying them . my friend only runs 15 deg of timing with a 200 shot .. i know it sounds like alot of timing to take out but it works ,

 

Pretty sporty...That's an awfully little shot though. I'm pretty aware of SB2's timing on the spray, this is actually the second N2O one I've built. They don't need much timing N/A either; the last one I built (a 406") made 928 hp with 34 degrees of total timing. The N2O one made 1470 hp on a 400 progressive shot with 22 degrees of timing. Should make for an interesting ride, we'll see. I'm ready, that's for sure. But my intake manifold I was originally using is bottle-necking it on this big motor (a GMPP "spider" SB2 manifold); so I'm building a sheet metal tunnel ram with two tops. One top is for twin 4v t.b's for n/a and the second will be a rearward facing single bore 95mm for use on the jug. I've still got a lot of work to do; I was really hoping to make Memphis for the NMCA race in October but that ain't gonna happen...
-Jeb