I see these late model Camaro and Firebird NHRA Stockers and some people here and on other websites that are Fuel Injected and running in the low 11's at full weight and wonder what they have to do to get there. I recently came across a wrecked 95 Z28 LT1 350/6spd with low miles and have played with the idea of putting it in with the electronics and fuel injection in an older car, but I don't have a donor body right now. What I now would like to do is see what it would take to run 9.50's in the 1/4 in a 2100 lb Super Gas car. If they can make them run low 11's at around 3500 lb with driver, it doesn't seem like it would take much more to run 9.50's at 2100 lb. I have the car and was just going to run my 406 sbc, but have wanted to go to electronic fuel injection for years. The low mile LT1 350 is just waiting for a home and I wasn't going to spend the money to get the body fixed.
I realize this is not the exact scope of this website, but the information I learn here I can also use on my 92 Corvette.
If anyone can give me some info towards getting this accomplished and/or any stock drivers (and other web sites) running this setup it would be very much appreciated.

 

You're gonna need some serious heads and a serious cam. A completely forged rotating assembly is probably a must for running that fast, so you might as well bore and stroke the motor up to as big as you can make it. Even at that you'll probably want to be running some kind of power adder, either a supercharger or turbo, nitrous if you have to.

I only know of one guy on this board who runs 9's and at that he transplanted a Buick V6 and tranny into the vette to do it. You can also probably forget about the 6 spd. I don't think anybody can shift that fast although I'd love to see somebody prove me wrong.

 

You can buy a complete wire harness from Painless Wiring to install new FI motors in old cars. I too would like to do this with my supercharged L98 and a 71 Camaro.
Someday.....

 

I think you might have missed what I am trying to do. I want to put a 95 LT1 out of a Z28 into a 2100 lb 71 Opel GT-4 link, strut front end, 9" rear, full tube chassis, NHRA Certified car that presently has a carburated 406 and powerglide with trans break. My point was if the guys running NHRA Stock class with restrictions to what they can modify can still run low 11's at full weight with driver (approx 3500 lb) what could that combo run at 2100 lb with driver in a full tube chassis car. And what would those modifications be, trying to stay as close to stock in engine and factory engine management systems. Once again any help would be appreciated. I forgot to add, this is going to be a bracket race and Super Gas car and I want NO power adders like Nitrous, Supercharger or Turbo.

Thanks


[Modified by VettesandZs, 4:28 AM 2/19/2002]

 

I get you, but the difference between an 11 second pass and a 9 second pass is a LOT of horses. Weight is a major factor, but wind resistance comes into play and can kill you. The same power increase that turns a 13 second car into a 12 second car may well only make an 11.0 second car into a 10.7 second car.

Obviously my numbers are made up, but the faster you get, the more power it takes to pick up every little tenth. There is only so much that a stock motor can do, no matter what car it's in.

Don't get me wrong, I'd love to see you do it, but I don't think you're gonna be able to pull it off without some major engine mods.

 

You are going to have to ditch the stock computer if you want to turn over 7000-7100lbs. With LT1 heads and a 7000 rpm 396 you are going to have a hard time making over 500-550rwhp NA - with a LT4 setup figure another 30-40rwhp maxxed out. The 7000 rpm thing is going to be a problem though.

For your setup I would seriously consider converting your intake to EFI and throwing a speed pro/fast EFI on there - probably cost less, and you will be faster.

Or is there a specific reason you want to run the LTx setup?

 

I too am very impressed at these "stockers" that will run 10 second 130 mph passes at the drags. In a nutshell here a re a few bits of what you need to know:
1) They all change out the factory computer for a more tuneable aftermarket setup.
2) They pay particular attention to the valves, angles, seats to maximize flow out of "stock" heads.
3) They run wild duaration camshafts.
4) Most will admit that the torque converter is a huge component in their performance, say 5,000ish stall speeds.
5) They are now running the radial tire slicks vs conventional bias-ply.
6) Lots of time and effort is spent on suspension setup for those unbelievable launches.

There is much much mre, the above will point you in the right direction.

I have no idea what to say to those who do not realize what kind of performance gain comes from ~ 1,500 lb weight loss - which is more than a third of the F-Bodys weight. For simple math let's say the stocker puts out ~ 500 hp and weighs 3,600 lbs giving a 7.2 lbs per hp ratio. Same engine in a 2,100 lb car brings that down to 4.2 lbs per hp. That is a 58% change in ratio! Said another way, what would your car be like with about a 60 % increase in hp?

Thomas

 

I have used the Moroso Slide Power Calculator before and the first combo was the engine swap I did late last year which was a 81 Monte Carlo, interior was no carpet and no back seats otherwise not lightened up with a Grand National rear end. It had a very mild production steel head 406 that ran 11.70 in that car. I figure approximate weight was 3700 lbs with driver. I put that motor in my 71 Opel Gt (if your not familier with that body style it looks like a mini 70 Corvette) . On the Moroso Speed Calculator (which in the past has proved fairly acurate) it predicted 9.80. That same info, I believe it was Desktop Dragstrip or the one made by that same company predicted 9.40. Some specifics, the car is obviously more aerodynamic than an 81 Monte Carlo, 14x32 tires, so low if any slippage to factor and powerglide w/transbreak leaving at 5k rpm's versus 2500 footbreaking it. The car actually weighs 1750 lbs with a steel head 406 so even with me in it I'll be around 2000 lbs. So my reference with my first question was based on these statement and what both the Moroso Calculator and the Computer Software program kicked out. I know these are theoretical, but I have had many freinds use these methods and received pretty accurate corresponding times at the track.

 

One reason for staying with the LT1 and stock or close to stock EFI and Engine Management was cost and seeing these NHRA Stockers running low 11's and knowing they must be limited to some degree on modifications to that setup and the obvious 1500 lb weight loss of the combo. Also that I already have the setup bought and paid for. I guess I could add an aftermarket EFI and Engine Management, but I doubt I would deem that cost effective and it would defeat what I was trying to do in the first place. Leaving whats in the Opel now ( 406 ) and running the carb cost me nothing, so dropping $3k-$6k or whatever is rediculous to me when the 406 is already running 9 sec times. I thought the LT1 swap was a legitimate possibility based on the stockers times and the 1500 lb weight loss. Plus if I could keep the compression down and with the LT1 EFI I could keep from using straight racing gas which can get expensive. But like before any other insight or info is appreciated.
Thanks

 

Aftermarket Engine Management-what have some of you people used, pros, cons, costs. Also which aftermarket fuel systems or is LT1 capable of 450hp. No Nitrous, Superchargers or turbo though. Any help would be appreciated.

Thanks

 

We have a Vette that runs with us at e-town, full weight but with a supercharger that runs 9.6s.
I also have a good friend who holds the F/SA NHRA record in an LS1 98 Firebird that runs 10.6 at 3500 lbs.
But don't be fooled by the word stock, these cars are far from stock and to build one from scratch will cost over $60,000 without any spare parts or a way to get it to the track.
But i think your goal is doable.

 

Fast (formerly speed pro) is the way to go as far as aftermarket fuel injection.


As far as fuel system - at 450rwhp you can get away with a bigger in-tank pump or just an inline. When you start talking 500+ I would go ahead and install a pickup and stick the aeromotive pump inline.


Chris