Quote:
Originally Posted by SS3718
Kevin, my combination has a favorable hp factor. I don't think I've ever made a statement to the contrary.
Now, can you say honestly, with a straight face and self dignity, that other non-new car combinations are factored fairly and accurately?
Nick
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Nick, most popular, older cars have been factored to death. Why anybody today, would build a carbed 327" or 350" Camaro is beyond me. Besides EFI (everybody's first mention) look at the compression ratio and cylinder head flow. I have told this before, Bobby Warren told me recently he had his LT1 on his dyno. He uses a single plane intake with a bolt-on elbow. (I have a sheet metal Hogan manifold, so I can't test this) He decided to try it with a good Quadrajet he had sitting there. Bingo! picked up 25 hp! It ain't the EFI making them fast. The LT1 throttle body is so small, if I drive mine hard out the back door it is pulling close to 5" manifold vacuum at 8700. As Bobby said, we already have restrictor plates.
Given as many years as the older cars, this engine will get factored hard as well. I just had a discussion with a man that works with a well known engine builder that builds engines for one of the fastest SS/GT 360" DP cars around, and builds some of the fast Lt1s out there right now. Same builder, same dyno, he says 70 hp difference! Same flow bench, over 60 cfm difference in the cylinder head intake ports. One full point compression. 10.5-1 for the LT1, 11.5-1 for the DP. Until late last year, they were rated 4 hp lower than the LT1. Now, finally, a whopping 9 hp higher. A DP owner (like Jeff
) telling an LT1 owner they need more hp (as Jeff tells me all the time) is like me telling somebody else they need to lose weight. :-)
As for the stick car deal, do you know of stick cars you can not run with? Or, just thinking about "just in case one shows up"?