Went to t&t yesterday for first time with the car .Best 60' was 1.823

Car-92 camaro 3180 w/me
357c.i.,750DP Holley mech sec.
Doug Herbert solid lifter cam 500 lift 235 int/245 exh 108LSA
Professional Products dual plane air gap intake
Hedman longtube 1 5/8"
TH350/12 bolt 373:1
M.T. drag radials 26" tall(255/60-15? can't remember off hand)

Best pass was 13.23@103.19 trapping@5200
Looking for that 12.99

Doesn't spin, just doesn't leave quick as it should

oh yeah stock 202 heads

 

Don't know if you've looked yet, but I posted a bunch of stuff in your thread on the Carburetor forum.

Which intake are we talking about exactly?

What does the converter stall at?

"stock 202 heads" - and old Indian phrase meaning, "power-robbing boat anchors".

 

B&M 3000-3500 stall
Ha Ha,yea heads came on the motor.Believe me I have been researching their replacement and waiting on the funds.

 

sounds like youre a bit off on ET...i went 12.00@114.2 on a 1.7x 60' with a 3300lb car and a 230 magnum cam. i had better heads but thats a BIG difference

 

1.8 60FT is not bad for that run but somethings not right if your trapping @ 5200 with 26 inch tires, 3.73 and 3500 stall converter. And the MPH isn't great.

Be more specific with the converter because it can't be a 3000-3500. It's either a 3000-3300 or 3400-3700.

Are you running a full 1/4? Sounds like it needs more gear IMO? Or if the converter is really a 2800-3200 than loosening it will spin more RPM's and boost those numbers.

I would think that crossing at 6000-6200 would give you the push your looking for.

 

5th time trying to post reply tired of typing

Off the shelf B&M converter,Told it was a 3500 is why I said 3000-3500.

1st time at track in 3 years and I never thought to check stall on launch.You may be on to something here.

Focused on shift points and(for my own enjoyment) reaction times).422,.019,.039,.079,.136

Best e.t. was shifting at 5400

Thanks for all the help everyone keep it coming

 

Locked timing at 34* now getting consistent 1.80
Best of 13.17 @ 103.5

Going to dyno on Tuesday,track on Friday,we'll see what happens.

This is my 1st 1/4 mile project so I am curious as to how close my tune is,probably not.

Once tune is worked out I want to do a nitrous kit working up to a 150 shot.

I will also be changing rear gear.
I am stuck between 4.10+4.33,any suggestions?

I will also be going to a 275-60/15 tire.

 

If this is track only, buy some slicks. Even if it's just street/strip, buy some slicks and have them mounted on some lightweight rims for strip use only.

Gear ratio depends on the height of the tires. You want a gear ratio that will get you across the finish line at or just after your shift light comes on when in high gear (not OD).

You've only shifted at 6400. It's possible that cam still makes power above that. Since you have a TH350, high gear is 1:1. You want to cross the finish at 6400-6600 rpm. Put the tallest tire you can possibly fit under the fenders then pick the gear ratio to give you the proper finish line rpms.

 

I incorrectly typed my shift point,it was 5400 not 6400.
Went to dyno yesterday and cam peaks @5400,torque and hp meet at 5300.
Torque starts to fall fast but HP falls slowly to 6000,as far as we pushed it.
Max rwhp 250,after 3 jet changes( my tune was lean )gained 30+HP
max torque 270

Hopefully weather holds out on Friday

 

Too big of carb. Step back to a 650 and you'll get a bunch of bottom-end back.

Until I went to a large enough cam to make power over 7k, the 650 made more power and the fuel curve was a lot better(airflow vs venturi size). The smaller carb is more responsive as well, especially with taller gearing/tighter converter than optimal. - The large venturis is also likely why you were lean; not enough signal to pull the fuel properly.


Past that, put better heads on it and you'll make a bunch more power.

 

Actually, they met at 5252. That's because HP = torque x RPM / 5252

 

Yep. Unless the dyno is using a screwed up correction factor(to sway numbers), they always meet at 5252. - HP is just a mathematical calculation based off of the amount of torque measured vs the rpm band.

 

ok, did not know that,print out I was looking at was divided in 500rpm increments and I was rounding it off.

A buddy has a 650,I just might try that route.

Thanks for the info guys

 

Interesting that your torque and HP almost peak at the same RPM.

For best performance, you would launch at or just below your peak torque. That's what's needed to get all that weight moving as quick as possible. Without a transbrake, you won't even be able to reach the true stall speed of your current converter. You shift around where the HP starts to drop off and the rpms should drop to the beginning of the HP curve. Torque gets you moving. HP gets you down the track.

You'll probably be quicker if you shift around that 6000 rpm range. It will also allow you to stay in each gear a little longer but your finish line rpm may end up being lower. This just means you'll need a little deeper gear like 4.10. That will probably get you that 12 second timeslip.

 

Torque peaks @ 4200
HP peaks @ 5400
(high gear@3800rpm,then flooring it)
Dyno guy recommend 5900rpm shift point.

My summit mini starter just took a dump on me,chewed up my flexplate a bit,so I just ordered a Powermaster 9100 and a TCI flexplate.
So much for racing tonight.

Thanks again to all

 

Finally got to the track after the dyno tune,been chasing an electrical issue,ended up being the master shut-off switch.

Anyway best run of the night
12.76 @105.5
1.75 60'
6000rpm shifts

went 12.83
12.89 short shifted second
12.79
12.76
and a 12.85 in that order
The first and last pass the engine was a little cooler,seems to like to run at 175-185.
Still only at 5500rpm at the end