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#81
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Doesn’t mean it doesn’t either.
He knows his car is a turd, the fact that he doesn’t have an actual quarter mile time slip doesn’t change that.
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1964 Tempest Coupe LS3/4L70E/3.42 1964 Le Mans Convertible 421 HO/TH350/2.56 2002 WS6 Convertible LS1/4L60E/3.23 |
#82
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Quote:
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#83
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Of course it’s his decision.
Major tuning issues. Cam swap optional.
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1964 Tempest Coupe LS3/4L70E/3.42 1964 Le Mans Convertible 421 HO/TH350/2.56 2002 WS6 Convertible LS1/4L60E/3.23 |
#84
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Are you serious
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#85
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I agree
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#86
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Arguing for the sake of argument here now?
Appears so. Time for us to bow out of this thread now, we have both stated our opinions here.
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1964 Tempest Coupe LS3/4L70E/3.42 1964 Le Mans Convertible 421 HO/TH350/2.56 2002 WS6 Convertible LS1/4L60E/3.23 |
#87
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Gach,
What did you GTO run stock? It depends on what his test tool is. A Draggy has been shown to be very close to a drag strip time slip on the same pass. Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#88
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I agree
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#89
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My 68 GTO..Off show room. 13.2’s….. 400 4 speed
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#90
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The 2802 is a good cam. Its not like the 6019 is WAY bigger, its not. About the same lift 112 vs 114 and its only 7 deg less on the intake duration.
At best that 6019 is only going to be a couple tenths quicker, big deal. He has some major tuning issues, that thing should be in the high 12s. And its a "buttmeter". Take it to the track, it might be quicker than he thinks. His 96s have a little portwork, it should be EASY 12s. Carb, degree, intake, timing-curve.......... combination of them. |
The Following User Says Thank You to Dragncar For This Useful Post: | ||
#91
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I didn’t read every post but has anyone suggested checking timing initial and full? I did see checking carb secondary for full pull would be next and easily checked.
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#92
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It is interesting looking at the numbers from the Summit 2802 verses a Pontiac 744. It hard to compare Adv. duration and overlap because of how Pontiac measured these numbers. But here are 0.050 and 0.200 duration numbers for the 744 that I got from Rocky Rotella and numbers I got from someone who actually measured a Summit 2802.
744 duration at .050" is 224/236 degrees. 744 duration at .200" is 128.5/140.5 degrees. 744 lobe lift is .2716/.2716". Rocky Rotella 2802 duration at .050" is 225/235 2802 duration at .200" is 131.5/143 2802 lobe lift is .310/.330 Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
#93
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Quote:
I think the OP’s combination is really pretty good and if he’s rebuilding the engine and has the budget, I would switch to a RAIV-type cam with either standard Hylift Johnson lifters, or the Rhoads. With his headers, it should scavenge better and make more power. With a better intake, like the RPM, with a change of trans and/or rear gear to match the huge early torque and with good tires, it should be a high 11 sec. car with the proper suspension set up. We have early Birds at the pure stock drags running low 12’s/high 11’s on F70 Wide Ovals no problem on stock suspensions. Dennis |
The Following User Says Thank You to SD455DJ For This Useful Post: | ||
#94
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Quote:
Quote:
The OP has not been on PY in a couple of days. So getting any answers from him will have to wait, as to what he used to come up with mid 14's. But for me that indicates that there are some serious problems that just a cam change will not fix. Stan
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Stan Weiss/World Wide Enterprises Offering Performance Software Since 1987 http://www.magneticlynx.com/carfor/carfor.htm David Vizard & Stan Weiss' IOP / Flow / Induction Optimization - Cam Selection Software http://www.magneticlynx.com/DV Download FREE 14 Trial IOP / Flow Software http://www.magneticlynx.com/DV/Flow_..._Day_Trial.php Pontiac Pump Gas List http://www.magneticlynx.com/carfor/pont_gas.htm Using PMD Block and Heads List http://www.magneticlynx.com/carfor/pont_pmd.htm |
The Following User Says Thank You to Stan Weiss For This Useful Post: | ||
#95
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Drag daddies used at the strip have been known to be very accurate. So no argument there. But the track is treated for traction. So marketing videos, show, and no doubt they sold a ton of them…hence reputation being super accurate.
Drag daddy on street no treatment for traction is a whole Nother story. Now how about some back to back test, first on street, then at a treated track guaranteed won’t be the same ET. Long ago, when I had a money race, against a Nova on the street for $200.00 I bought one long before the drag daddy became available still have it. But for life of me can’t remember the name and I to lazy to go dig it out. My purpose for buying one was to make sure my car was hooking best I could. It definitely work for that purpose by changing the rpm I was coming out. It was the quickest $200.00 I ever made and shut the chevy boys up. Still have video of the race only problem is it on VHS.
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#96
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Sorry guys, I've been down with the flu. I'll post more info when possible. So much great information being shared. Thank you
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#97
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Oh that sucks...it's going around
That is how I plan my performance upgrades in this tuff economy, by how much weight I can lose from the Flu...lol
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Esquire '74 T/A 455 Y-code SD clone previously on Dawson's Creek: '74 T/A 400 '81 AMC SX/4 '69 FB 350 |
#98
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Sorry, been down with the flu. Okay a few answers:
The fuel pump is an Edelbrock 1792, "160 GPH, enough to feed a 1,000+ hp engine". Regulator is set to 7 psi, per Holley specs. The accelerator pump on the carb was changed from the 30cc to the 50cc one. It's the 20-11 kit. The car is currently put away for the winter, but I can probably still do a compression test at some point. I need to confirm that the secondaries are opening correctly. That could be a factor. I suppose I could mount my go pro under the hood with my magnet and view the regulator gauge when I floor it to make sure I'm not running out of gas, but I doubt that's it. With all this good information, I'm starting to consider swapping the intake, making sure the secondaries are working right and taking it for a spin before pulling the engine for the oil leak. Might save me a whole lot of money compared to tearing everything apart and replacing a bunch of stuff that's already working "fine". |
#99
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Oh, what I've used to gauge acceleration is an old G-Tech meter I had laying around.
Yes, a lot of my observations are butt o meter. The car has PERFECT street manners, its just when you floor it, I "feel" like it should get up and go faster, instead of feeling like it's building up like a locomotive. Like I said before, my tuned Solstice GXP, 5 speed "feels" MUCH faster for comparison. I think I'll also pick up one of those quick swap vacuum solenoid kits from Holley to experiment with the springs |
#100
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Wake that thing up with Crower 60916 cam !! LOL
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