I wont really know how ironed out things are until I get the MT/ET's on and hit the strip, or until I get my slicks on an hit the track. I am curious as to why LPE didn't enter the 427 into the tuner shoot out but have opted for the 346cid TT two years in a row..and won two years in a row. I am not doubting the ability of a 427 as I mentioned in my previous post...it is all I would have if I was not FI. But I really think to utilize the full potential of a FI 427 it would have to be a dedicated drag car...hence why LPE is using it for just that and not the tuner shoot out. As for the competition I feel that for the money there is plenty of cars/tuners that can compete at that level.
Your right there has not been to many S/C cars out at the drag strip..but that is really where you see the most blown cars at if you think about it...so I think it is just a matter of time...I hope to get out soon that way I can put my money where my mouth is...these are just my observations and experience and not necessarily valued by all...but I am just information sharing.
Good Luck. :cheers:

 

From Andy G...ARE 427 ZO6...Well what can I say about ATI and belt slippage. We started with the D1 and the five rib belt. Total waste. Belt slippage at 4500 RPM. Stepped up to the 8 rib system. Massive belt sl;ippage at 5400 RPM. Max boost is 8 1/2 pounds in Denver at 5400 ft, 10 PSI at 1000'. RWHP is 697.5 adn 710 RWTQ. Added tow additional tensioners for additional wrap, belt slippage at 5600 RPM. Decided to build a cog drive with added tensioners inplace. No time to dyno so went straight to the track. At the 1/8 mile the belt came off as a result of the water pump idler spinning off the water pump shaft. Back to the shop we go. We get a special water pump from the GM racing division and are told to spot weld the water pump pulley to the shaft for added security. Next step, was a trip to the dyno. First pull to 5000 RPM made 660 RWHP on a Mustang dyno. Everything looked good. Second pull we try 6000 RPM. Billet steel tensior is bent and pulley bearing is blown out. Belt is shredded. That was enough time (8 months) and money (many thousands) spent to perfect something that should have never left the ATI factory. Pulled the car off the dyno, went to the shop and told the shop owner when I return I want the SC off and the car returned fully to NA status. I have since gone back to a TNT nitrous setup which is flawless. Remember this is on an ARE 427. Belt slippage is less of a problem on a stock cube motor. They simply do not accelerate like this 427. However, I have watched stock motors on the dyno with the 8 rib system and the owner indicating he had no slippage. sorry folks. Those belts slipped also, they just did not know what to look for. My advice is to go with nitrous or a turbo setup when they are perfected for these motors. To date, everthing other than the Lingenfelter TT and Magnuson is an experiment. The SC chargers are a waste of time and money, especially on stroker motors. If you heed my advice, I have just saved you alot of time and money. I almost forgot to mention that at the track the belt slippage becomes worse with every gear change. I will not go into detail as to why this is the case. I hope this helps to clarify my experience with trying to resolve the belt slippage issues with the ATI system. For those of you who believe you have no belt slippage; all I will say is GOOD LUCK.

 

Excuse me..... Did you say "RWHP is 697.5 adn 710 RWTQ"??? HOLY :U That's pretty impressive. I'm curious, those numbers were with belt slippage right? Why not just let the belt slip a little it doesn't seem as those you were down on hp with that setup. Or is belt slippage something that will eventually chew through the belt given time? I guess I just don't understand what the concern is with slippage (especially in light of your performance #'s).

Additionally, I would think nitrous is a whole lot more risky on a motor than a slipping belt? I read about nitrous backfires and melted pistons all the time, it seems like nitrous sure puts out the power but at great risk to the motor.... perhaps I'm mistaken here again??

 

The Vortech belt system has superior wrap and a secondary cog for the blower.

 

By moving the radiator forward and laying it down I wonder if anyone has considered moving the pump 1/2" to 1" forward and spot welding or attaching an additional pulley to the counter balance and running a seperate belt for the blower, the slippage problems seem to occur because of the length of the serpentine belt having all the length and slack that everyone is trying to compensate for with additional tensioners etc.

 

Those numbers SAE 697.5 RWHP and 710 RWTQ were with the belt slippage as indicated in my post. Those numbers were achieved at 8.5 PSI and are SAE numbers. The power credit goes to ARE for a truly remarkable motor and Ed Wright tuning. We could never make a full pull into the peak power band of the motor due to belt slippage. I diasgree wtih your comments about nitrous. If set up properly it is as safe if not safer than a blower on the motor. How many SC or TT cars have cracked psitons or blown motors. The problem is not the SC, TT or nitorus, it is an improper setup that caused the problem. Fortunately, I have access to exceptional tuners. Save your maney and go nitrous.

 

I'd like to see a large cube try a C5 Vortech pulley/cog setup with a T-Trim blower.

 

I'm a little confused...... Why can the Mustang guys run high psi s/c kits with cogged belt systems with success and yet on the Vettes it seems like nothing holds the boost without slippage? Is there something inherently different/wrong with the front dress of the LS1/6? I know the Mustangs use serpentine belt systems too, what gives??? :chevy

 

The problem is the length of the serpentine belt on the C5. Belt starts to whip and slippage begins. As I said, the slippage gets worse with every gear change.

 

You are talking about the ATI belt system, eh?
Agree and thanks for the R&D work.
Hope the Vortech is an improvement.

 

Andy

I agree with you on all the slippage and that is why these cars don't do well at the track. They dyno great but that is all. I just can't get my self to give up on the cog system just yet. But I am close. Thanks for the info.
We are still waiting for parts. I will keep updating everyone. If we don't solve this by the end of the month I will be going with the spray. This dission is delaying my 422.

Paul

:smash: :smash: :smash: