I like this stuff!!

"you are only as quick as your last timeslip"

 

Well with a 1.36 short time, you ain't doin 9's on that setup. (3400lbs and that HP level) Good times, but I'll agree with Joe here "a 9 isnt a 9 till you run a 9"

Still good numbers, but saying something will go .4 faster and it's already pushing it... why do that?

Bret

 

If I read the posts correctly, I think they said they had a goal for high 9's and were confident for a high 9's with the same cylinder head package. There's no statement of fact here, and I do not see someone stating that it will do 9's as it ran configured last week. Perhaps I mis-read or misunderstood something? It wouldn't be the first time for me.

What does this have to do with anything? Phil simply stated Steve's results were impressive....so are yours - feel better?

Jesus, a vendor posts about pushing the envelope with LT1 castings, and what appears to result in some of the periphery dialog is technical ***** envy and snide comments about stuff that doesn't matter.

I look forward to updates on this project.

 

Opinions vary!!! He referenced Steves accomplishments by the intake's he ran, thats all I pointed out...As for me I'm not satisfied with my times yet, so no I don't feel better,,but thanks!!!

 

Lots of questions are being left unanswered, and I assume its for a reason. There will be less skepticism if some questions were answered. Nice results either way.

 

The reasons could be that not everyone can be on a message board in the middle of the day. Some people do work during the day This post was just made last night. Ai I would presume will post in this thread again answering some questions when they get a chance.

Also, for those who seem to be dishing out sarcasm left and right in this thread, do you really think that is necessary? I don't so please stop. Thanks

 

Actually, they have posted after several people asked certain question and still didnt answer them. I'll be more patient I guess

 

All in good time...geeze

They might be waiting to scan/host a time slip or double check the stats on the car.

I've seen what the car is running (engine, trans etc), but I'll wait for Ron or Phil to post the stats as the info I found is likely a year or two out of date.


As for running nines...let the car make a couple runs and get tuned before dismissing it. They said it was a shake down pass and that some fine tuning is required. With a solid CAM tune, seat time and a DA closer to zero (less than 2000 at least) who knows what the car will do. The 10.3 was in less than optimal conditions with mitigating factors.

I don't personally know enough about the car, track or conditions to instantly say "NEVER." Who knows what tuning, a 1.2X 60', -500DA and seat time will bring an already astounding performer.

 

how about low 10's on stock-ish displacement with a ported (factory, not aftermarket) LT1 head? Inexpensively, naturally (which is why so many people flock to LS1's because while parts are more expensive for the time being, the cost of getting to satisfactory performance levels, 400+rwhp/tq for a lot of people, really isn't THAT much... just a cam/bolt-ons in a lot of cases)... consider that 400+rwhp on a LT1 takes GOOD head porting, good tuning, all bolt ons, fuel upgrades, luck etc. etc. and there are those who STILL don't make it to 400+rwhp/rwtq even after all of that! Forget doing it on a higher mileage motor also if you plan on revving past say, 6200 rpm.

Honestly (and this is just my opinion) .... unless there are *REAL* price/performance benefits for going with a LT1, i can foresee most/all of the otherwise LT1 business heading over to LS1 territory.

Just a thought....

 

Your answer not if,if,if.

Oh and Phil a 9 isnt a 9 till you run a 9.... goodluck !!! Let me know if you need any help....

 

Guys,

1. We never said the car went 9's, so I'm not certain where these comments about "it aint 9's til it's 9's!" comments are coming from. I did say I am confident the car will run 9's, and it should be obvious that in all likelyhood it certainly will. Makes you wonder who has real experience and who's an e-racer. Regardless, thanks for the encouragement .

2. Some are trying to act like we're trying to pull one over on potential customers, which is ridiculous. Most of our customers are actually relieved that they've found someone who isn't willing to lie or twist facts just to make another sale. They say it's what matters to them, so thats the way we work. Perhaps that's why a very large percentage of 2nd time head buyers either come back to us, or move to us from other shops. Don't know for sure, but I do know we owe them alot of gratitude .

3. I rarely answer questions online anymore because that time is (obviously ) better spent in the shop. If anyone needs anything, please contact us. We aren't dodging anything, we are actually working.

4. We didn't call out or attack anyone, and I'm amazed at how immature a couple guys I thought were adults are acting. I suppose ego exists independent of age for the people who already know everything. All we did was post the absolute truth that focusing on data like flow numbers and dyno numbers alone doesn't even come close to guaranteeing the customer will achieve what in the end is the only thing that matters - a car that actually runs. Rarely do people discuss test procedures either, and I'm sure much of that has to do with the fact that its just easier to leave the customer in the dark by just handing out a flow/dyno sheet. All too often we receive emails from customers who's goals are stated in CFM and power on a dyno, and it shouldn't be much of a stretch to see that in real life (i.e. the track) that data is of little consequence for customers who aren't engine builders. The flowbench and the chassis dyno are obviously not simulations of what the engine actually does powering a vehicle.

Dumbing things down because this is a complicated subject is not the way we do business, and I apologize if that bothers anyone. Invariably the educated consumers are our largest demographic. Most of our customers are actually busy professionals who just visit boards occasionally because they've neither the time, nor the desire to participate in these online 'discussions.' It shouldn't be difficult to see why.



The 383 is your average stroker, nothing trick about it as it needed to last as long as possible w/o freshening. The heads are EXACTLY as our customers receive them in all respects. The entire point of this test (as stated multiple times now) was to put our STREET package on a car that is efficient to see what it was really capable of.

This includes the camshaft which really isn't aggressive at all by any current standard. On average, quality springs will literally last for 2000+ passes with these lobes, and adjusted properly decent lifters should last at least 1500 passes. These are nothing like any of the current drag race roller lobes available today. We are considering running something that is at least as aggressive as the current solid roller profiles used commonly on street/strip cars, and do not have plans to go to any type of exotic setup. This car MUST be reliable as our customer races every single weekend.

The compression ratio is 12.1, which everyone should know by now will run fine on pump fuel in setups like this . Again, no reason to put together something that wont give us useable data. Our focus is on product development, not marketing. As consistency is key in drag racing, the car does NOT run pump fuel at the track, but then again no one does. It runs 105 octane unleaded fuel.

The chassis is FAR from an all-out race car. This car actually could be driven regularly to the store etc., especially considering the high cycle life of the mild solid roller in it. There are obviously bolt-on stock suspension pieces from BMR etc. Exactly like all of the other 'stock suspension' f-bodies. The car has full interior, and yes to us 'full' includes a back seat, a stereo, glass, etc.

The trans is a beefed up 4l60 with a 4200 stall and Rick leaves at 2000rpm.

Oh, it also runs mufflers, a stock PCM, and the wideband logs show a 12.3:1 a/f is maintained throughout the rpm range and run .


The other stuff...

I am the one who handles our website, and currently it's very out of date. When I have some time in the next month or two I will have to re-do our entire product section as we have been working on many cnc offerings, cam packages etc. Meanwhile, please contact us for information

We will get some timeslips/video/etc. up as the customer provides them. We do of course have the timeslip for the run in question if anyone is hellbent on seeing a picture of the numbers we've already posted, and don't mind if anyone would like to see it.

Joe, we typically try to ignore people who are over-emotional about things online, but you obviously need some attention, so here's an answer for you. Steve's setup is infinitely closer to being an actual LT1 than what you run, so don't even try to compare the two. You should have enough sense to know that I know very well he has a heavily modified LT1 intake. However, last I heard he was running a real GM production LT1 head casting - a far cry from a gen1 based relocated valve drag race casting with a super victor that boasts the advantage of the LTx's reverse cooling on top of that. What he's done with a well ported production casting, regardless of his LTx intake is very impressive.

To me an LT block with LT1 heads and intake is an LT1. Swap for LT4 heads and intake and you've got an LT4... not an LT1. I don't feel that's an oddball interpretation as we're categorizing engines based on the components that ultimately decide their potential for performance.

I am happy you are happy with your car, good for you, but don't act like everyone else in the world should be wowed. Go about your business however you want, but leave us out of it. If you would like to revert to an LT1 powerplant and compete with Mr. Abare, then we would certainly welcome the seasoned competition. Good luck to you.

Thank you for the compliments, Joe. We're also anxious to see what an LT1 is capable of.


Go have a beer guys, we're talking about playing with cars, nothing to get terribly worked up about .

-Phil

 

well theres a stock bottomend lt1 with stock ported heads and stock intake and supporting valve trane to support the cam (hydralic) below .600 lift. and i know the cam specs, the cam was done by joe and the heads out of joes shop, the car ran 11.05s. so why cant a 383 with lt1 ported heads and intake run 10.50s. if a stock bottomend can go 11.05s, why not. even more so with a solid roller.

 

Hello Phil/Ron of Ai!

It was I that hooked you 2 up[you're welcome ].

Rick was really excited about the heads when we talked earlier this week,he can't wait to run again saturday,with a little luck[waiting for a STRANGE axle]I will be there also.

He had a little electronic glitch saturday[fuse] but sunday went very well,he can't get over how well these heads flow at the top end[trapping 150-200rpm higher than before].

I hope his old heads aren't that crappy,I want to put them on my 350 this fall .

He told me about the Tuning session you had planned,I will talk to him this weekend[or next,depending on axle]and might just include myself in it.

Keep up the good work and I know you will see 9.s before long,I have known Rick for 8 years and you got yourself a hell of a driver!!.

P.S.// For those that want to see a pic of the car[a few years old] BMR site FEATURE CARS and he is second on the list!!!

P.P.S.// Ed Wright has been working closely with Rick on tuning over the past few years and Ed's car is patterned after Ricks.

 

Why don't you guys take your pi$$ing contest off line.... really comes across very poorly

 

That makes me feel so well!!!!