which is faster, tbi or 4bbl
is there even a difference
please don't flame me over this, i'm trying to learn
also (if there is a difference, i'm assuming there is) what exactly sets tbi from tpi and carb...
and for the "which is faster" question, lets say on a 305...

 

Depends if you're talking about stock motors. Then you have to look at it differently because motors that had the TBI I believe had different cams than Q-Jets. Personally I would take a 4 BBL over TBI, TBIs were built to be more economically affordable than TPI so obvisouly it has its down sides. I would think TBIs like TPIs stop breathing around 4500rpms, where as a 4bbl I am sure could out do that.

------------------
"Rice burners are like tampons...Every pu$$y has to have one"
'86 IROC
T-TOPS, TINTED WINDOWS, BRAKE LIGHT BLACKOUTS
GM GOODWRENCH 350
EDELBROCK TES HEADERS
3" Hooker CatBack w/Aero Chamber muffler
EDELBROCK 600CFM CARB.
KN AIRFILTER
ACCEL HEI DISTRIBUTOR
160* Stat, just switched to 180* b/c of winter coming and going to college in the mts.
3:73 Posi
Rebuilt 700R4
B&M Megashifter, 5" Autometer Tach w/shift lite

 

stop breathing around 4500... *cough* superram *cough*

------------------
Decently worked 87 GTA; finally got a good time out of her: 12.72 @ 116.4mph
other toys: 2002 Yamaha R6 , and a 97 Supra TT

 

ok cool
so 4bbl is preferable over tbi...
thats really cool... i like the sound a carb makes when the 4bbl kicks in, i like everything bout 4bbl... and thats what will be on my car when i get it finished (probably a while in the future)
cool... thanks a bunch

 

i would take an lg4 (carb) over an lo3 anyday . the heads on the tbi cars are absolutly pathetic (swirl port i believe) and the intake manifolds on the tbi motors are garbage also . not to say that the lg4 is much better , the exhaust manifolds are probably the worst manifolds gm ever produced , however , the reasdon i would take an lg4 over a tbi motor is simple , the lg4 has waaaaaay more potential

 

TBI is basically at the bottom of the performance ladder... it is much harder to get power out of in comparison to TPI and when it comes to shear power, nothing can really beat a 4 barrel carb... I'm not insinuating that you can't make TBI and TPI kick major *** , but it will be much more expensive than carbed. Of course REAL power comes in the forced induction form.

TPI is really a good comprimise between power and efficiency... you can easily get 300-400 Hp with TPI slightly modded.

------------------
1984 Firebird - Daily driver, 305 LG4, 3.23 rear, T5 - Hurst short shifter, Edelbrock 600 CFM 1406 carb, Performer intake - Edelbrock Pro-Flow air filter, gutted cat, IROC 16x8 5 Spoke Wheels, AIWA bargain basement (from Sears of course) CD player, Eight-ball shift ****
Check out my ride here

"IT'S SNOWING! TO THE HIGH SCHOOL PARKING LOT!" - The Mustang and Firebird face off in the dead of winter.

 

I wasted my friend's 92RS 5spd with my 87 while it still had the LG4 in it.. the engine died a week later, but I still won.

Anthony

------------------
previous ride: 87 Camaro LT
350, A4.Comp Cams 268H, Edelbrock Preformer intake, Hedman Headers and y-pipe, gutted cat, No AIR/smog pump. 14x3" Open element K&N, Q-jet w/ D hanger and DA rods, adjusted AV spring tension and quick can.

Current ride: 1992 Camaro RS, K&N, Flowmaster, 305, T5, Black, T-tops, 79k miles.

 

::sighs:: once again L03 is getting slapped down. I love my LO3 and wouldn't take it over an lg4 any day. I'm not bashing on any1 who has a lg4 but I would get the tbi. True the manifolds suck but get headers. If I was to buy a 4bbl car I would get the L69, L48,L88.. and for the faster part.. stock for stock auto for auto I think the L03 is faster but it depends on the year of the lg4..87 they put out almost as much torque as the 88 L03 so it would be close..the L03 has 255 and the lg4 has 250 lbs of torque.
as for putting a carb,tpi or tbi on your car..hands down TPI
------------------
1988 Sport Coupe 305 TBI
K&N
Flowmaster 80


Daily driver:
1988 K1500 5.7 4x4 shortbed flowmaster cat-back gutted cat.
AIM: RyanNH84

[This message has been edited by NHcamaro (edited November 01, 2001).]

[This message has been edited by NHcamaro (edited November 01, 2001).]

[This message has been edited by NHcamaro (edited November 01, 2001).]

 

ok, since it was brought up....
tbi, tpi, or carb
on the 427 i'm plannin for my car????
or what about this miniram and stuff like that, what is it, and is it better, worse? what....
what would you put on a 427 if you were gonna do it

 

I agree with NHCamaro...I would take an L03 any day of the week over an LG4!!! A couple reasons:

1) Better gas mileage
2) Better drivability
3) A LITTLE bit more HP (170 vs 145-165)

Hot Rod tested the "New for '88" L03 Sport Coupe, and said in the article that the LG4 was not as snappy, nor did it make the same over-4,000 RPM power that the L03 had...

If the L03 is supposedly breathless then, I sure as hell wouldn't vote for the LG4...not bashing anyone, just going by what I have read.

------------------
Jason E

'89 Camaro RS
-Medium Grey Metallic
-2.8, A4, T-tops, 95k miles
-Hypertech chip, Accel 8.8MM wires and coil
-K&Ns with gutted airbox
-Alpine 60x4 with Boston 746s and RX97s

'97 Z28
-30th Anniversary package (white with orange stripes)
-LT1, M6, t-tops, 46k miles
-Xtant 403a 50x4 + 300x1 powering a 10" Eclipse Aluminum in a JL Stealth box, Boston RM6 fronts, Monsoon rears (temporary!!), Eclipse 5341R CD, All Monster's goodies...
Speed Kills...Wanna live forever? Drive a Ford.
Long Live #3...

 

With the stock intake manifold the TBI would die out at around 5500rpm but i remember a build up of a 350 TBI (L05) small block with a holley 670 TBI unit and dart iron sportsman heads and it was making 420 horsepower at 6800rpm.
As for horsepower difference between carb and TBI my school dyno'ed our 350 with a holley 650cfm 4150 4bbl carb and it made 435hp @ 7000rpm then we just put a holley 670cfm TBI with an adapter to see the difference and it made 441hp @ 6800rpm with a MUCH broader torque curve.
As for the best induction, I would pick a ported 350 crossfire intake with 2 S10 TBI units ontop...

 

Even though I am biased towards my LG4, I think it is much better for mods. If you want mileage, then it's all about the L03. But, with the performer intake and edelbrock carb (along with the illegal mods) it seems to respond pretty well. I'd say I've matched the L03 in Hp and I get better throttle response.
Stock for stock I'd say LG4 = L03 performance.

 

Why is everyone talking about LG4s and LO3s. He asked which is better carburetor or TBI, even I say the LO3 is better than the LG4, but I don't see any hot rod guys putting TBIs on engines rather Holley DP and the such.

------------------
"Rice burners are like tampons...Every pu$$y has to have one"
'86 IROC
T-TOPS, TINTED WINDOWS, BRAKE LIGHT BLACKOUTS
GM GOODWRENCH 350
EDELBROCK TES HEADERS
3" Hooker CatBack w/Aero Chamber muffler
EDELBROCK 600CFM CARB.
KN AIRFILTER
ACCEL HEI DISTRIBUTOR
160* Stat, just switched to 180* b/c of winter coming and going to college in the mts.
3:73 Posi
Rebuilt 700R4
B&M Megashifter, 5" Autometer Tach w/shift lite

 

sorry but i have never heard of a tbi motor pulling until 5500 maybe it can breath that high but it runs out of power at around 4500 . and the 20 hp difference is ALOT easier to make up on an lg4 . and in 1987 the lg4 got bumped up to match the lo3s 170 hp 255 ft lbs . plus mod for mod , the lg4 will always be more responsive , this isnt my opinion , its factual . but hey who cares , they both suck anyways right

------------------
87z28 lg4 , edelbrock performer rpm intake man , comp 252 cam , ported and polished heads , all emissions equipment removed , no cat , flowmaster 80s series , performer 600 cfm carb , 160 stat

 

I was saying that the TBI unit can support up to 5500 in stock form but with components matched to it (ie. cam, heads, intake manifold) it couldn't make it that far. And as for the LG4 being more responsive, I have dyno results that prove the TBI can make more power than a carb and that's truly factual. The reason carbs are more popular is not because of dyno tests, its because its been around longer and TBI's were put on low output economical engines (but they didn't have less output b/c of the TBI, it was because of heads/cam) Fuel Injection made 15 more hp on the 327 corvettes back in the 60s. Fuel Injection will always make more hp and a broader torque curve than a carb.

 

For the street...definatly EFI, I'll take any form of EFI over any carb. For drag only, carb if I was on a budget. Carbs do a better job of atomizing the fuel than TBI so they usually make a bit more hp up top BUT TBI does an awesome job at making low end torque by the shearing action of the air and fuel going past the throttle blades. All the systems mentioned have their ups and downs. TBI being the imbetween and most flexible of them all. TPI was for a 305 and is exactly what it was...tuned port...for 230hp, money money money can yeild awesome results but for the same price you could have built one crazy TBI or carb motor which would make more hp and be faster at the track but not as friendly on the street!
If I had to pick a system for the street it would have to be EFI so I would go TBI. If I had to go drag only then carb for the fact that I could care less about gas milage and idle quality.

 

One thing nobody has mentioned... Carbs are much easier to work on then EFI.

TBI can get you performance, but if you look at it this way, say you spent $3000 on engine parts to get 300 Hp out of your TBI motor... Couldn't you get more power out of your car because of the added cheapness of carb mods and the actual system itself? Making the arguement that TBI is going to be ultimately more powerful is just as nonsensical as saying TPI or Carbs will ultimately make the most Hp, it really depends on the money at hand and the combination of parts used.

You can slap a supercharger on any of the three and it could make 1800 Hp (30 Lbs boost LOL)

I just argue, I don't make decisions.

 

$3000, lol, that's what I spent on my 330hp TBI total! That's with a new 350 vortec heads holley 2" TB, custom eprom burning equipment software, RPM intake, adaptor plate, balancer, etc. The one thing I like about carb is the even lower fuel pressure. TBI needs an electric fuel pump which makes it more expensive than a carb with a mechanical pump.
TBI is great. How many of you wet flow manifold guys can tune your whole car from tcc lockup to VE and spark tables from a laptop! Yeah...exactly, no hands

 

sorry
didn't mean to start an argument guys

hahahhahaha
keep goin... this is very informative

 

i dont care what n e one says but no carb will match throttle response of either efi set up. No **** its easier to make a carb faster, its been around for about 20 years more so theres probably alot more for it in the aftermarket world. Dude if ur planning on switching tbi to carb dont do it, its not worth it, just get a rebuilt small block with a l98 cam, some LB9 ported polished heads and the performer TBI intake. That should be enough to make around 220 hp. With a 5 spd u could be in mid 14 territory. If u hae an automatic than u might need things like a stall converter/shift kit/rear end gears to get the same results as a 5 spd. This is meirly a sudjestion for streetable performance easliy able to reach 300hp with the right mods. They do have roots type blowers for TBI cars and with one of those.......i dont think i should have to tell u what one of those would do....

------------------
1989 pontiac firebird
bright red exterior(just repainted)
grey interior
5 spd
305 TBI (stock)
WS.6 formula wheels
3.73 posi rear end
http://members.aol.com/j007golden/Mikey89.html
http://www.geocities.com/firebird/myfirebird.html
-------------------------
1985 trans am
factory bright yellow
4 wheel disks
16 inch wheels
305 TPI
power antenna and mirrors
t tops

 

How can it beat carb throttle response, when I stomp on my gas pedal, the plates open and I GO... with EFI, the computer gets in there and decides for you how much gas to put in... it at least slows you down by half a second or more... plus it will go by strict algorithms which will put a cap on how much fuel is delivered. Mechanical action will always be faster than computer action, because computer action is the same thing only with an extra step in between.

If I am wrong, then there are a lot of misinformed people out there... if more people come in here and agree with you then maybe it's so, but it don't make sense to me.

 

the time it takes the processor to send the signal to the injectors rivals the time it takes the fuel to flow through the metering blocks at a rate sufficient to achieve a proper A/F ratio. I can argue for both sides, I've owned both, in the last two years. For the gas mileage side, the 87 had 2.73's and an auto, so its not the best comparison, but my 87 got better freeway mileage than my 92 does. I'm a lot nicer to my 92, and it gets great mileage all around. I will be building one hell of a TBI set up in the years to come.. high rpm 327, around 385hp.. I will succeed!

Anthony

------------------
previous ride: 87 Camaro LT
350, A4.Comp Cams 268H, Edelbrock Preformer intake, Hedman Headers and y-pipe, gutted cat, No AIR/smog pump. 14x3" Open element K&N, Q-jet w/ D hanger and DA rods, adjusted AV spring tension and quick can.

Current ride: 1992 Camaro RS, K&N, Flowmaster, 305, T5, Black, T-tops, 79k miles.

 

I don't agree with you. EFI is always better throttle responce because the ecm DOES think/adjust faster than a carb can. The carb has an accelorator pump...yes, that helps some but the same thing is in the EFI! A computer thinks a lot faster than you're giving it credit. A lot of people think that the ecm is working about as fast as the data stream (160, 8192, etc) and that is false. The computer thinks in milliseconds and adjustes accordingly. Throttle responce is always there, sometimes an auto will feel like it has a delay only because the tranny is downshifting OR the eprom isn't calibrated correctly (too lean). All in all EFI will no question be the future of drag racing, it's just more accurate at AFRs and now with wideband O2 sensors and exhaust gas temp etc. The EFI is king. Carbs don't adjust very well to altitude changes, they also don't know anything about the timing of the engine, they don't care if you have some detonation, they don't know if they're running lean or rich, they don't care. EFI wins in every direction except price! Most performance vehicles can be made to go fast for less with a carb BUT a tuned EFI system will always have better throttle responce, gas milage, and make more power.

 

carbs kick *** thats all there is to it. if you are willing to spend 1000's for a good fuel injection setup for better torque, get a carb for $250 and buy a blower lol. also since i know this will come up, yes not everyone spends 1000's on their efi, i am considering the super ram prices here.

 

i have built and driven my fair share of cars. any day of hte week and twice on sunday a fuel injection set up will beat a carb. if you don't believe me look at all the top levels of racing that allow both. in every case the guys that go the fastest always run fuel injection over the carb. warren johnson was even quoted as having put a port injection set up on a prostock motor and made 100 more hp from what was otherwise the exact same set up he runs every week.
carbs were great when they were the only technology. but a mechanical device can not be as accurate or compensate as much as a digital device.
especially now that the set ups that do full 3d mapping of fuel and timing curves with atmosphere compensation are getting cheaper. on a budget a carb is an ok way to get around, but if you wanna talk performance you hafta talk about sequential port injection.
my personal experience with this was a motor that went 11.1xx's on pump gas with a carb, after a rebuild and accel dfi was installed with the same spec cam that car went 10.6xx's.

later
tim

------------------
91 Camaro RS-LO3,Auto
New Times Coming Soon!
Check Out The East Coast F-Body Nationals Home Page
www.geocities.com/njspeeder
My MAFB.ORG Home Page
www.mycar.net/mafb/registry/detail.cfm?id=299
DSI Racing Home Page
www.geocities.com/foff667

 

Ok, I'll admit it then, EFI can work better... but I'll give the carb credit for being inexpensive and probably close in performance minus a little fuel economy etc. Anyhow, it doesn't change my mind or the deapths of my pockets...

I am simply not compatible with EFI. Seems unnatural and overly complicated.

 

I am not misinformed I know from dyno results that the TBI system can make more horsepower than the carb. Remember my post above? "As for horsepower difference between carb and TBI my school dyno'ed our 350 with a holley 650cfm model 4150 (no choke, mechanical secondaries, double pumps, etc)4bbl carb and it made 435hp @ 7000rpm then we just put a holley 670cfm TBI with an adapter to see the difference and it made 441hp @ 6800rpm with a MUCH broader torque curve." Thats what a dyno says and I will stick by that.

 

you have to spend a lot of money to get a good tbi setup tho. the ones i see for $1600 support 300 horsepower. from what i have seen, it takes around 2000-2500 for a good tbi setup that supports the horsepower that most people would want when building a performance engine.
a carb setup and a nice blower also runs about 2000-2500 depending on how crazy you wanna get. i know not many people here have the money to spend 2000-2500 just on air fuel components, but if i did, i would much rather have 500 rwhp than be able to say that i have the only super-ram powered small block in town.

 

you tbi guys are forgetting a few things though , tbi wasnt built for speed , why not just get a mini ram or a superram , or even a nicely worked tpi setup ? tbi was built as a reliable injection system . i personally like fuel injection but not for racing , i will always use my carb , it never fails me , plus its so much easier to work on , so much easier to tune , i dont have to spend xxx amount of dollars on new sensors , or chips , or injectors .

 

I think that TBI has a bad rap for being just an "economical" EFI setup because of what engines it was put on. Our school's race engine made more power with the TBI than it did with the carb, although we are running the holley 4150 carb when we race but the TBI unit still made more power. Maybe if our school can get a hold of a TPI setup and throw the engine back on the dyno to see what it does...

 

Did you notice that the TBI you put on has 20 more CFM than the carb? what makes us so sure that if the carb was rated at 670 it wouldn't match the performance (6 Hp diff).

 

We used that carb because it was the closet match to the 670cfm TBI unit. 20 cubic feet per minute isn't a huge difference. Also the carb we used was the best Holley had to offer; their 4150 model, which is the all-out race carb which is supposed to yeild the biggest power increases. PN# for the carb is 0-80541-1(B) and like the other 4150s it has straight-leg boosters, double 30cc accelerator pumps, progressice mechanical secondaries and the four-corner idle system. As for the Holley 670 TBI, PN# 502-6 it had no mods at all done to it and its supposed to be an O.E. replacement for 350 engines. The engine ran pretty lean with the holley 350 injectors. I think we could've squeezed more horsepower from the TBI if we had used bigger injectors and adjusted the fuel pressure instead of ignoring it.

 

One thing that you have to remember about TBI flow rates is that they're figured
@3.0 inHg because they are, i.e., 2 barrel carbs. They only have 2 throttle barrels.

In order to compare them apples to apples, then you have to convert the @3.0 inHg flow rate to @1.5 inHg.

The Holley TB they rate at 670cfm @3.0 inHg is equivalent to only ~475cfm @1.5 inHg. So the TB actually flows less air, but more efficiently.

That would probably explain the better torque curve. As you all know, smaller cfm carbs build more velocity, which increases low RPM flow.

As far as the higher HP numbers, I dunno. Maybe the carb needed to be tuned a little more for upper RPM.
OH WAIT!!!!! You don't have to do that for a TB. All you gotta do is change injectors. Golly. That's like a 5 minute job. GEE! Which one do I want?

AJ

 

With a carb all you need to do is turn a couple screws... maybe change jets, which is something like a 2 min job with the edelbrock... took me 5 min to perfect my tuning.

 

LOL, how hard to you think it is to adjust fuel pressure on at TBI system!!!!
If you've got a Holley TB unit it only takes a 4mm allen key! Beat that buddy
As for the TBI making more power, no doubt.
I like the way the holley cfm was compared to the carb cfm...you can't do that. It isn't that simple. That's like me saying that a TPI system has a 1000cfm TB and mine only has 670 ...different intake system...key word different! Smaller carb has better throttle responce mainly because of the velocity of the air, higher velocity better atomization of fuel etc. TBI uses the blades to atomize the fuel. The air velocity at part throttle is extreamely high around the edge of the blades. This creates a nice mist of fuel in the manifold. Understand that TBI is a carb (wet flow) but uses electronics to atomize the fuel.
Now let me go to the price:
I paid $3000 for my WHOLE setup. Brand new from oil pan to air cleaner. Figure you could run a stock eprom with fuel pressure bumped, you would run rich in open loop and low rpms. This is why I invested money into burning my own eproms. If you think getting your hands dirty is the "easy" way to tune an engine....then you're more of a man than me. Personally I hate working on my car in the winter. I don't have any heat and it's a lot easier to just sit behind my computer, play with fuel VE table (carb jets), pump shot table (carb accelorator pump), idle control rpm value (carb idle screws and mixture settings), tcc lockup (carb can't), highway mode for those long trips (carb play with jets again), and all this with a simple eprom . It's not rocket science. With either a carb or EFI, the engine is the same, just the way the fuel is deleivered. EFI is just as easy if not easier than a carb. I couldn't tell you what each part of carb did but I'm sure I could tell you everything about EFI in one evening! The sensors are as easy to hookup as a normal plug, heck, my engine stops if I don't have oil pressure! Does your carb give a ****?
My car will also tell me if it's running lean or rich with a simple o2 sensor or scanner.
The more and more I think about it the more I'm glad I kept TBI. There is a reason why EFI is now on all performance cars and it's not because of price. If price were the issue you would bet every car company would slap on a carb! BUT they don't, they understand all the advantages of EFI and this is the future, not the other way around.
It's like me comparing atari vs playstation 2, both do a good job as far as entertainment but the playstation 2 is a tad better in all directions

 

is it just me or is tbi really sloppy fuel injection, i personaly think tpi is alot better and easier to get more horse out of it
tbi has 1 injector for 4 cylinders, and then the tpi has seperate injectors, which is much more efficent and produces more power

 

What the TBI lacks in # of injectors makes up in fuel flow ratings. I don't really know the lb/hr ratings on each injection system, but i know they are around 12 on the TPI each and 45 on the TBI. Maybe someone who knows the #'s can reply?

 

You can't really compare TBI to TPI. TBI is a wetflow system and TPI is dry flow. You can't really compare carb to TBI either. TBI uses the shearing action of the air and fuel passing the throttle blades. Carb uses the venturi effect to atomize fuel.

 

lol that and you cant expect to get a non biased opinion when 90% of this board have 305tbi's.

 

I'm as honest as them come. I try and keep my bias on the sideline and use it only if somebody makes a stupid comment about TBI.
The fact is this: Time and money will make ANY of the systems work GREAT! From easiest to hardest to tune: Carb, TPI MAF, TPI speed density, TBI (speed density only). Now if you look at cost, cheapest to expensive: Carb, TBI, TPI speed density, TPI MAF. Now if you look at the street factors like gas milage, idle quality, AFR control and the such: TPI speed density, TPI MAF, TBI, carb.
Make a table and figure how much it would cost to use one system or another for a certain hp range. You'll see that TBI is usually right in the middle!
TPI will always have advantages since it is the high performance option. Carb will be the easiest to tune after doing mods and probably fastest in the 1/4 after a bump stick or other major mods.
how's that for an unbiased opinion

 

unknown_host,

As for 90% of the board having TBIs, I have a 2.8 and an LT1, and even I know TBI is a quicker responding system than carbs!! Someone abpve mentioned something about carbs responding faster than a computer....uh, no. Computer controlled injection will respond instantaneously, faster than even the best-tuned carb.

So as for throttle response, TBI wins hands down...this much I do know

------------------
Jason E

'89 Camaro RS
-Medium Grey Metallic
-2.8, A4, T-tops, 95k miles
-Hypertech chip, Accel 8.8MM wires and coil
-K&Ns with gutted airbox
-Alpine 60x4 with Boston 746s and RX97s

'97 Z28
-30th Anniversary package (white with orange stripes)
-LT1, M6, t-tops, 46k miles
-Xtant 403a 50x4 + 300x1 powering a 10" Eclipse Aluminum in a JL Stealth box, Boston RM6 fronts, Monsoon rears (temporary!!), Eclipse 5341R CD, All Monster's goodies...
Speed Kills...Wanna live forever? Drive a Ford.
Long Live #3...

 

In my defense I will state what I said more clearly... with a carb I stop on the gas and the plates open immediately... with EFI it decides how much fuel to dole out to you... I don't want my fuel rationed to me. I know I can't out-react a computer...

 

wheres jester ? we need some more carb defenders .....

 

My 0.02

82 Z28 5.0 LG4 5 speed 17.0 1/4 mile

My 88 TBI IROC/auto- 17.0 ......AT 3500ft!!
Equated to 16.0-16.2

Yes- TBI have crappy heads that are optimized for low end torque. It's a pickup
truck engine anyways.

------------------
5 months and it hasn't broken down- a new record!

 

Wait... let me get this straight... you're comparing a 145 Hp LG4 with 2.73 rear end and 4 speed manual (no 5 speed avail in '82) to a 170 Hp L03 with either a 3.08 or 2.73 rear end... To top it off you're estimating the time you'd get at sea level with a fuel injected car... hmmm

 

Okay even if the LG4 is a 5 speed can't that big of difference. Anyways the automatic costs more hp to the wheels then a manual trans.

As for my est sea level times- follow my reasoning.

At Calgary,3500 ft it ran a 17.0 @ 79mph
At Edmonton ,2200ft- it ran a 16.5@ 83mph
At Mission BC, sea-level- it ran- I don't know! I drove a 1000kms and it tained! argh!!

So you see...minus another 2200ft and it should pick up at leat 0.3 if not more.

------------------
5 months and it hasn't broken down- a new record!

[This message has been edited by 871LEIroc (edited November 09, 2001).]

 

You totally missed my point... the 4 speed tranny which was the only manual option in '82 has different gearing than the T-5... it's probably almost identical to the 700r4. You can't tell me that there is another 25 Hp lost due to the difference between auto and manual.

 

No- I didn't miss your point- I will restate myself.

My car can walk all over a 83-87 5spd LG4.
Due to parasitic losses of an auto- I think the 700r4 robs you of 30hp.

So- do you think my car is faster? I have time slips to prove.

I think the TBI combined with the low rpm torque advantage over the LG4- means I would get a jump off the line that the LG4 could not over take enven in the long run

[This message has been edited by 871LEIroc (edited November 10, 2001).]