Quote:
Originally Posted by Finnan
Block is a low compression 418 ls3. Car will be 60% driver with the definite posibility of road trips, 40% autocross. Obviously 1000+ hp isn't for autocross, so spare me, I just want to see the number before we start to tune for track Time. So, cog driven procharger? Twin turbos? Just tell me what you all think.....
|
Here is a video clip of my friend's truck, putting 1,121hp to the wheels, on a DynoJet 224x.
http://youtu.be/B9yvBuvQjvY
This is a 408LS (6.0 block with a 4.000" stroke), unported L92 heads (better springs, of course), MAST intake, and a PT91mm single turbo. Boost was set at 22psi. For safety's sake, we are running C16 in it for now.
We now have a PowerGlide in it, as two well built 4L80's died painful deaths when we were still testing well under 1,000hp. We DID see that rwhp numbers on our DynoJet dropped nearly 100hp when we went from the 4L80 with a lock-up converter (testing locked) to the looser non-locking converter in the Powerglide.
I designed the cam, and it is NOTHING like any you'll find in a catalog
Lee Atkinson
__________________
'65 Cobra (FFR replica) 302, T-5, 3.55 (12.51 @ 106)
'67 Firebird, 455, iron heads, pump gas, 3.42 (11.27@ 119.6) - SOLD
'69 Falcon Station Wagon, HRPT 2011 Long Hauler, 427" 351W, 4R70W, narrowed 3.75 9" 11.18 @ 121 n/a, 10.51 @ 130 with a small shot.
'72 Cutlass Supreme Convertible (first car, still have!) Baer's all around, H-O Racing suspension, 17" Boze's - 6.0/4L60 swap has commenced
