Is it possible to run 11's with a naturally aspirated 383 and LTR setup with the right heads, cam, gears, and stall convt? If it is what do you recomend? Would it make power over 5500rpm?

 

Looks like it is possible with a 350.

http://www.mycar.net/mafb/registry/detail.cfm?id=201

 

I saw Mikey D. on that run. The times are for real and the car hooks like a *****. You can't believe how stock the car looks

Tim

 

All i can say is WOW!! That car is fully streetable and doesn't have a crazzy a setup and runs 11.9, That is awesome

 

did u guys see his siamiesed TPI manifold?????? alls i can say is WOW!!!:hail:

 

This page is interesting

Miniram vs. ported LTR

 

There are three real reasons that he can do this with an LTR setup.

1. He has a great converter...the Vigilante. It is more efficient at transferring power to the trans (stock is like 1.7x and Vig is roughly 2.5x) The ACT converter that I just bought from Pro-built is built to similar specs as the Vig, but it makes a difference in launching and providing more power to the wheels. It is part of the overall system, not just one component.

2. His chassis setup is rocking...he definitely has it dialed in. The torque arm set up properly and he has SFC's. It all helps. So do the Drag radials.

3. He has AFR heads. They could make power on a dump truck.

Overall, congrats to Mike, yet again, for making the 11's without the use of either a power adder or a $$$ intake setup (Nitrous/Blower/Miniram). *** willing, my SR will be able to get me into the mid 12's, then after I mod my suspension, it will be a good goal. Torque and proper systems do win at the end of the day

 

I'm putting (at least have all the parts and desire, LOL) a TPI on a 73 Camaro, and I spend a fair amount of time here lurking and learning.

I hear sooooo many people say that LTR suck 'cause you can't buzz the engine to 6500 RPM. I hear so many people build an engine to make peak HP at 6000-6500 RPM and totally neglect the lower RPMs (been there myself). But as you go thru the gears, the engine drops back to ~3500 RPM and revs back up. So the area of interest would be the torque curve from 3000 to 6000 RPM, not just a peak number. A car under acceleration will spend more time at the lower RPMs. Once peak RPM is met, BAM, you shift.

So the more torque "area under the curve" you have, the faster a car will accelerate.

If the LTR peak is at 5000-5500 RPM's, then shift.

 

Exactly...Here is my setup

406 with stock-type short block....red line at 5500
Mildly ported Vette Alum Heads, 10:1 compression
Edelbrock Hi-Flo base, unported
Superram, unported
Cam, Adv 270 intake, 222 I @ .500 and 226 E, with total lift aroun .470
1 5/8" shorty headers, custom y pipe and single 3" all the way back with Hooker Aerochamber muffler
ACT 2600 stall converter with Pro-built Trans
3.27 posi 9 bolt rear

Or rather this will be my setup...I have ordered/have the parts and my goal was a high 12 sec daily driver on street tires.

I am building for torque since I have a lower redline anyway. I have seen some great HP (450-460) buildups with a 406 that have the HP peak at 5300 RPM!!! Why rev it if you don't have to? Personal preference, i guess.

I still have an all stock GTA (88) suspension, but I am rebuilding the front this Spring and am looking to upgrade the rear for hooking up sometime later this summer. That will be the key to get my power to the pavement. This combo should be a torque monster and I will probably need drag radials at a minimum to have good traction at the track only.

Just my take on it....

 

Sounds like a good combination 88TPI406GTA. Where did you get your vette aluminum heads and for how much? Why are you going to run 1 5/8" headers instead of 1 3/4" headers on such a big engine?

 

"Is it possible to run 11's with a naturally aspirated 383 and LTR setup with the right heads, cam, gears, and stall convt?"

Yes it is. I'd like to do something like that 85 Z28 at sometime.

 

I bought them used from the classifieds a few months ago for about $350. I am replacing a few valve guides and a few new valves. They are mildly ported (guess flow is about 220 cfm at .500) and I think they will work just fine for my combo. Total cost in them will be about $600 with new head gaskets and pushrods.

As for the headers, everyone is too quick to throw 1 3/4" headers on everything. Chevy High Performance did a 406 dyno test about a year and a half ago in which they bolted on the 23 degree budget Trick Flow heads and a Comp Cams Extreme 274 cam. They made 450 HP and 500 ft/lb of torque with the HP peak at 5300 RPM! They only had 1 5/8" headers on it. Then they swapped on 1 3/4" headers and saw only a few HP gain, but a small torque loss. I am building for torque, plus there are complaints about fitment issues, even with SLP headers on certain cars.

When my combo gets over 450 HP, then I will switch to 1 3/4" headers...or if my redline changes and I have usable power over 5500 rpm...

 

A 1 3/4" pipe has ~16% more cross-sectional area than a 1 5/8" pipe (outer measure), but people treat 1 5/8" like it is the plague. Like the TPI flow issues; it's people listening to propaganda and thinking "BIGGER IS BETTER". Not always....

 

Absolutely...Also, the other issue with a TPI setup is that it is flow-limited (without a SR, Miniram or power adder)...

I have a local engine builder here that used to work for Doug Rippie Motorsports. He said that instead of using traditional cam thinking with TPI is a bad idea because of the longer runners involved.

An example of this would be having a custom cam made with a longer duration on the intake than the exhaust...like instead of a 222I and 226E at .500, it would be 230I and 226E at .500...

The idea is that the intake charge needs the extra time and you can make more power with good drivability with extending the intake duration length a bit to compensate for the time it takes to travel through the TPI runners.

They have used this trick on stock-type TPI engines to make great power #'s...

Just another example of bucking the "accepted" thinking on something for a better power gain.

 

I've also seen an article in a mag (I think it was CHP) that tested 1 5/8 vs 1 3/4 on a mild TPI motor, and they openly admitted that they had no idea why, but the TPI motor made more horsepower and torque at ALL rpms with the 1 3/4. It's gotta have something to do with the larger headers having less of a diminishing effect on the "power pulse" effect of the pressure waves created in the TPI intake runners. I'm more or less shooting from the hip on that idea, but I do clearly remember the article showing bigger gains with the 1 3/4" headers, and they openly admitted in the article that they weren't real sure why.

 

I noticed that no Mini-ram advocates have chimed in with their cynical messages stating their programmed propaganda in a Ben Stein tone "LRT will not work".

 

Dude, this thread's doing pretty well and may actually educate a few people. Don't wreck it.

 

Acceld Z - Not trying to start a fire, but I wish sometimes people would actually give out good advice vs. be a spokesman for a product they dumped major bank into and only got minimal gains. I do agree, this thread had become a little gem.

I'll apologize to any miniram owners to keep the flames away.

 

Mike and I are buds so I don't think he would care if I said that MiniRams Rule. Ooops. Did I say that. Big Kudos to Mike for his setup. Definitely the most 'sleeperish' car I have ever seen. His ET has A LOT to do with his 1.5x 60ft times. That's the beauty of TPI. All that low RPM torque. MiniRam, LTR, SS-LTR, SuperRam, ProRam, etc. Who cares. As long as its in the 11's NA

Tim