Just wondering what you guys that have 3500 to 3800lb cars using to get into the mid 9s?. Moreso engine setup than car/drivetrain setup. I imagine 750hp is whats needed. I plan to start gathering parts for a new short block next year and am curious. How many are swinging stock cranks at this level,? Aluminum Rod or Steel?
Interested also.cam specs.finishing up on my 494 stroker with stage 2 track eliminator heads,12.1 compression.trying to get ahold of Scott Brown for cam gring.
According to the Wallace calculators your correct 850 is theoretically whats needed, unless it 60's like crazy. Ehhhhh. 9.90s is about all thats possible with 7-750. Still something tho shoot for tho
Our car made 730 or so at right around 3600lbs w me in it. Convertor was off. Never was able to nail it down at the big end. 60' came around pretty good. 1.36 was our best. Car went a ton of 10.03-10.06 passes at around 132-133.
Id pull my hair out if I got that close to 9's and hit a wall Ha,..was that setup girdledT and all that jazz I assume?
Lol....we did pull our hair out! Even debated trying another convertor but decided to shut it down to prepare for the new TA block. Block was girdled, alum rods, 13.7 compression. Good set of TE heads and pro systems 1050. 4.30 gear
750 likely won't get it done. 9.50's @ 3500-3800 lbs is a whole other level. The calculators sometimes aren't too accurate when you consider the torque BBB's make.
Yea I've noticed over the years that usually BBB stuff et's better than the calculators say it should. But when its that heavy I figured it would be not so much hard but just lot more $$$$
My GSX was 3250 with me in it. It went a best of 9.31 at 143 with a 1.21 60'. There was a quicker ET in it as this best time was accomplished the second time out. The valve springs were all bad (all but 3 of them), which was determined last winter when it finally came apart for inspection and some trans work. I believe it would have gone 9.1x or maybe under the right conditions 9.0's. Anyway, this engine made 820 HP on the dyno. It was a girdled 523 with Crower crank, Diamond Pistons, Eagle Steel rods, Comp Engineering solid cam, old Wildcat intake, Stage 2 SE heads with spacer plate to raise intake runners slightly, old 2 circuit 1050 dominator and custom built 2-1/8" headers with merge collectors. I also ran an external oil/vacuum pump and a Master Lube to control oil pressure at startup and at the big end. (Which I HIGHLY recommend and will run on every Buick build from now on!) I'm currently building a girdled 464 with Stage 2 TE heads for my next car, (whatever that ends up being?). I'm shooting for 700HP with pump gas. I plan on using the latest design hydraulic roller cam/lifters which will be good to 7000/7500 RPM. If I put this in a car that weighs around 3200, (whatever I get for a car I'll make it weigh that amount! LOL) I plan on being able to drive it somewhat comfortably on the street and still run low 10's all day long.... at least that's my plan. So far every vehicle that I plan and build has done exactly what I intended it to do without a lot of changes. The real key is taking your time and plan, plan, plan! And most importantly, hook up with ONE good engine builder and stick to them! Taking too much advise will mess up the chance of reaching your goals. When I read stuff on the net (and on here) I throw out the extremes and listen to the "core" of the information. Then you still need to take all that with a grain of salt. There are quite a few GOOD BUICK engine builders. Each will have a slightly different approach to achieve the same results, but mixing the styles and approaches will usually net a lesser result. 700-750 HP from a stock block Buick is quite easy these days with available parts, so make a plan with a good builder and stick to it! Steve
My biggest hurdle for me is compression, we obviously need it to make power but it absolutely sickens me to buy race gas when its something you try to drive to the cruise ins and to and from the track. Ive pondered E85, but I still consider it a fad and alot local guys are switching back to race fuel for different reasons.
Anybody switched to a roller from solid with similar specs? Is there much hp to be had just from going roller?
I plan on 11:1 which should be OK for premium pump gas. If it's marginal I'll just set the timing back a little for street use. I'll be running an ignition that will be adjustable, so to switch from "street timing" to "race timing" will be the turn of a knob. Compression is important.... but maybe not as important as most people think. Mike Phillips from AM&P showed me some very valuable info about that years ago. Also take a look at some of his past "Engine Masters" builds. A few were fairly low compression engines that still made good HP and torque. Again.... it's all in the plan.
I wouldn't consider E85 a fad. Tons of really fast cars out there on corn. Race gas has gotten out of control imo. E85 can get a little sketchy certain times of the year depending on the blend but you can get a barrel of E85 or E98 for under $4.00 a gallon delivered. On a boosted car it's the only way to go because if the cooling properties.
my car is 3100 pd with driver in it.It has run a best of 9.12 and 147 mph,.with a126 short time.It's a 494 with the stock crank and 12-1 compression.The stock crank has been frozen and whatever also,don't remember.It's tubbed with a full chassis and it ran a best of 5,7 and 118.7 in the eight mile
I have at times considered doing a single S480 Hot air with Meth injection. Would make enough to destroy the block and everything around it. wouldn't take much boost to hit 750 fwhp, and run it off 93. Wouldn't need much head or cam at all to make those numbers. But a hi comp, big cam BBB just sounds and feels so awesome
Turbo or procharged. Easiest way to make power. My setup at bg was on 5 pounds and was running 9.80 at 3980 pounds. Just Dynoed the car on that setup and it made 607 to the wheels. Torque converter also netted 22 percent slippage. Once you boost you will love it.
Hugger, Power adders aside, I don't think too many people have the type of build you are inquiring about. Every stroke possible has been tried, max bore has been tried, ultra-high compression has been tried, only so much a camshaft can do, etc. The key element in making power is, no surprise, in the cylinder heads. Here is one build that fits your criteria. I am looking forward to dialing-in the Tomahawk build now in the car in the spring: https://www.youtube.com/watch?v=hyXRjiO-oFE
