When I was in my twenties, I was much more of a street racer than I am now. But I've still been known to compete a little. It's as old as automobiles are in America. Laws notwithstanding, it's always going to exist. With that disclaimer, I thought I'd share a couple of the results I've gotten with my 86 IROC.

First the mods...The tuned port 305 got pulled in favor of a 355 cubic inch 4-bolt main truck motor that I had been running in my '68 Corvette for a few years. In the Vette, it ran a 14.9 at 101.2 mph quarter, at 5,800 feet ASL. As you can see, traction was a big issue. The trap speed indicates the power of the engine.

All I did was to basically pull off the Holley and the Wieand dual plane, and bolt on the original TPI but with adjustable fuel pressure regulator set at 45 psi. Then I added Holley shorty headers, a true mandrel-bent 2.5" dual exhaust with X-pipe crossover, and it has a nice Isky cam, 221 degrees @ 0.050" symmetrical grind with .465" lift. 10:1 compression and stock iron heads with 1.94/1.55 valves and 3-angle. Tranny is a 700R4 with 2200 rpm stall with lock up retained. Rear end is 3.23. Still running the 305 California spec chip.

1. LS1 4th gen Camaro. Got 3 car lengths on him at the launch, and maintained it. 2nd light, same results.
2. WRX, these guys are quick. He launched at high rpm (no turbo lag) and got a carlength on me while I lit up the rear tires. But I stayed with him like I was glued on. He couldn't lose me and I couldn't pull on him anymore.
3. New supercharged Ford Cobra. Pulled a half car length on him from launch to about 65, then he pulled on me and gained about a carlength to 80. They're pretty quick too.
4. Another IROC, but a 305 tuned port. He had decent torque at first, but I pulled on him hard and left him about 10 car lengths behind by 100. I felt a little bad about spanking another third gen, but it was piloted by a punk that required schooling.

Future plans for the IROC include stroking the 355 into a 383, or maybe a 388 (0.060" overbore). And a PROM chip!!!!!!!!!!!!!!!

 

Very nice kills.
Hey leave us little 305 TPI's alone you bully!!!

 

nice kills man those little wrx;s are very fast

 

Yes, they certainly are. But they have an Achille's heel. If you catch them in turbo lag, you'll get a decent jump on them, then THEY'RE playing catch up.

 

Sounds to me like your in the 13's with those kills and one loss. You ever take it to the track man?

 

No not yet, but I was contemplating racing it this weekend because I want to do a chip change. It's a minor change, it's just going from a stock California-spec 305 prom to a stock 350 prom. From literature that I read, the 305 prom works on a 350, but has trouble with the fuel mixture. I've noticed that at emissions time. It fattens the fuel curve too much in the low rpms, resulting in loss of stoich and high hydrocarbons. If I see an improvement with the 350 chip, I'll go with one of the performance 350 chips next.

I had this motor in my 68 Corvette as a stop-gap engine while I saved up money for my new 427, and it ran well. It was doing a 101.2 mph quarter mile at 5800 feet altitude. Replacing the dual plane and Holley 650 with a TPI had the effect of boosting the low and midrange torque significantly, but about 500 less usable rpm on the high end. I'm thinking my ET would be quicker now, but I don't expect too much of a change in my trap speed. I was thinking it was a low-14 car, but maybe high 13's are attainable.

Tell me about your 63 Corvette. I just blew my new crate motor in my 68 Corvette. I'm going to replace it with a motor that I will build myself. I had a wrist pin failure and the forged rod and block had an argument, and both lost. Last night I drained the entire radiator from the oil pan. Pisses me off. Had I built the motor myself instead of trusting a crate engine, this wouldn't have happened.

 

Its a 1963 Corvette Sting Ray (First Year) Sebring Silver with Red interior. All original frame off Resoration. 327 Cubic Inch 300 horse 4 speed manual. The tires are so skinny, I actually ran it at the track one day with a best of 15.2 with a high trap speed. I couldn't get any traction in first or 2nd. But its a show car and I'm not takin out to beat on anymore. It stays in the garage with a cover all year and only comes out about Twice a month in the spring-summer time for shows. As a matter of fact tonight is a show in Central N.J. It'll be there.

 

I don't think a lot of people appreciated how powerful those cars were. To get a 15 second quarter spinning through first and second gear is quicker than most "performance" cars really are. Sure the car rags test them with drag radials bolted on. And lot's of owners of modern performance cars (especially C5 owners) like to bash the big block Corvettes and muscle cars because they were "only" 13 second performers. If you stop to think about it, 13 seconds on skinny non-performance bias ply tires of the day, spinning through all four forward gears and sometimes spinning the tires right through the traps, is performance we just don't see today, save for your occaisional Saleen S7, or Diablo.

Actually, trap speed is a much more true indication of horsepower than elapsed time. ET is more a function of traction than it is power. My 101.2 second trap speed with my 350 Vette was a 14.9 second ET. As you, trying to control wheel spin was the cause of the fast but not as quick quarter mile.

 

With a 101 mph trap you should be seeing high 13's. Damn tires!!! haha.

 

Spinning down the 1/4 is pushing it some, but the mph will show the power and the 1/4 time shows the traction and driver! I would say your car should be close to the 12s!