Alright guys, I have looked into what I need to do to get the car into the 11's N/A. My best time right now is the 12.89 @ 107 with basically an S10 converter and 323 rear end. I have 373's and a custom converter that will be installed before I do my first burnout in 2008.
Out of the couple things I have thought about, which one would be most benficial for my times?

Trual Duals from the cat back and leave the Edelbrock TES for right now?
Dyno Don's headers with dual cat y pipe and leave the 3" Magnaflow on there?
Switching from xr276hr cam to Lunati 54756?
XR276HR to XFI280?
xr276hr to 288hr?

 

Gears and converter will make a nice improvement- if you've got the traction. Do you?

Getting longtubes and a true dual exhaust should also bump up the power and the torque vs. shorties but it's a PITA to run true duals on a 3rd gen without losing a lot of ground clearance and seeing the driver's side exhaust hanging down when you look at the car from the side. Other mods like going to dual cats or changing the cat-back from what you have now will likely only make small improvements over what you've currently got.

I would maybe consider a cam swap or other engine work but not until you have a chance to try it with the new gears and converter first.

 

im not spinning when i come off the line, but my 60 footers are 1.97 every time
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i was looking at running true duals in the factory location....i already have dual cats right now so....I think Willie has the setup and a couple of others with pics...but the cost of the duals unless somebody tells me i will gain like .4 over single 3"

 

Those TES headers are horrible... I'd look into replacing them with a quality header.

 

Dual cat TES aren't that bad.

A few years ago the "My Generation Camaro" magazine project 355 engine dyno'd 385 HP with TES. That was a smog-legal engine set-up.

They got a rude awakening when they installed the engine with the LG4 TES they had previously used on the 305.

 

ah, didn't know there was a difference between the two...

 

LG4 TES retains the EFE valve and small 2-1/4" cat inlet. TPI TES y-pipe is better, but still is only 2-1/2" at the "Y", increasing to 3" at the cat connection. Dual cat TES have 2-1/4" pipe (I believe, might be 2-1/2") all the way to each cat.

 

its 2.25

 

The Hedman dual cat version is 2-1/2". So they'd support a little more power.

Some of these "stock appearing" guys are running low-11's through dual 2-1/2" pipes on their 455 Buicks and 454 Chevelles, so don't think there's no hope for that size piping (and they're doing it through stock {although ported} cast iron manifolds).

 

i cant seem to find that headman dual cat y pipe

 

It's a header/pipe emissions-legal set, p/n 68491 (see footnote 145).

http://www.hedman.com/pages/hedmanmain.html

 

So you're dead-hooking but still only getting 2.0 kinda 60 foot times? Boy are you going to like the difference that a looser converter and gears makes! With any luck, you'll have traction problems you need to address after that!

 

LCARBS and Torque Arm hopefully will not make me have traction problems

 

alright, i am leaning towards the exhaust Nova had on his car with Hedman Lt headers with the S extension and two pipes straight back....but dont know if i want/need a H pipe/X pipe for true duals

 

Guys, I just looked up how big my edelcrap headers were and the collectors are only 2.5 inches I'm thinking that since my exhaust is that small, it might open up more power...significantley more....anybody think the same? or different?

 

arlight guys give me ur opinions on this....get the car with the 373s and the 3600 stall and see what times i can get. Slap some LT's on the car and see if i can keep my single 3" exhaust or dual 2.5, whichever would be cheaper/more efficent for the car. Then before the seasons end, go to the 294hr cam and upgrade the neccessary components.